Exhaust gas purification controller for engine

ABSTRACT

An NH 3  supply amount controller reduces and adjusts a supply amount of NH 3  to an SCR catalyst by an NH 3  supplier, when an exhaust gas flowing into an NO x  catalyst has a rich air-fuel ratio and NO x  occluded by the NO x  catalyst is reduced to N 2 . A reduction amount of the supply amount of the NH 3  controlled by the NH 3  supply amount controller is set larger when s flow amount of the exhaust gas detected or estimated by an exhaust-gas flow amount detector is larger.

TECHNICAL FIELD

The present invention relates to an exhaust gas purification controllerfor an engine, in particular to an exhaust gas purification controllerfor an engine having an NO_(x) catalyst for purifying NO_(x) in anexhaust gas on an exhaust gas passage.

BACKGROUND ART

Conventionally, as shown in JP-B-3518398, there is known an exhaust gaspurifier for an engine which includes: an SCR catalyst provided on anexhaust gas passage of the engine and configured to purify NO_(x) in anexhaust gas by a reaction with NH₃; and an NO_(x) catalyst of an NO_(x)storage (occlusion) reduction type configured to occlude NO_(x) in theexhaust gas in a lean state wherein an air-fuel ratio of the exhaust gasis larger than a stoichiometric air-fuel ratio (λ>1) and to reduce theoccluded NO_(x) in another state wherein the air-fuel ratio of theexhaust gas is in a vicinity of the stoichiometric air-fuel ratio (λ≈1)or in a rich state wherein the air-fuel ratio of the exhaust gas issmaller than the stoichiometric air-fuel ratio (λ<1). In this exhaustgas purifier for an engine, when the engine is in a state of a highrotation-speed and a high load, that is, when the engine is in a drivingrange wherein a temperature of the SCR catalyst is high, purification ofNO_(x) by the SCR catalyst is performed, and when the engine is in otherstates, purification of NO_(x) by the NO_(x) catalyst is performed.

In addition, as shown in JP-A-2010-112345, there is known anotherexhaust gas purifier in which purification of NO_(x) by an SCR catalystis performed by causing the SCR catalyst to absorb NH₃ generated in anNO_(x) reduction control at an NO_(x) catalyst, instead of providing aurea injection valve for injecting urea to the SCR catalyst. That is, itis known that such an NO_(x) reduction control generates NH₃. Inaddition, as shown in JP-B-4347076, it is known that a conversion rate,at which NO_(x) is converted into NH₃ in an NO_(x) catalyst, can becalculated by detecting a temperature of the NO_(x) catalyst.Furthermore, it is known that the amount of NH₃ generated in an NO_(x)reduction control varies dependently on a temperature of an NO_(x)catalyst. In detail, it is disclosed that, when the temperature of theNO_(x) catalyst is higher, the generated amount of NH₃ is higher.

SUMMARY OF INVENTION

As shown in JP-B-3518398, when an NO_(x) reduction control is performedby an NO_(x) catalyst while NH₃ is supplied to an SCR catalyst by a ureainjection valve, NH₃ may be supplied to the SCR catalyst too muchbecause of NH₃ generated by the NO_(x) reduction control. As a result,NH₃ may be supplied to the SCR catalyst in an amount exceeding anabsorption capacity of the SCR catalyst, and thus NH₃ may be dischargedto an exhaust gas passage downstream the SCR catalyst.

Under the circumstance, it is conceivable to inhibit such an excessiveammonia supply to the SCR catalyst by taking into consideration theamount of NH₃ generated at the NO_(x) catalyst reduction control, andthereby inhibit the ammonia from being discharged to the exhaust gaspassage downstream the SCR catalyst.

However, the amount of NH₃ generated at the NO_(x) reduction controlvaries dependently on the temperature of the NO_(x) catalyst. Thus,unless this condition is taken into consideration, it is impossible tosufficiently inhibit the ammonia from being discharged to the exhaustgas passage downstream the SCR catalyst. Alternatively, the ammoniasupply to the SCR catalyst may be inhibited too much, which may resultin shortage of NH₃ absorbed by the SCR catalyst so that performance ofpurification of NO_(x) by the SCR catalyst may be deteriorated.

In JP-B-4347076, it is disclosed that, when the temperature of theNO_(x) catalyst is higher, NH₃ generation rate is higher. Thus, it isconceivable that JP-B-4347076 takes into consideration such a conditionthat a reaction generating NH₃ occurs more likely when the temperatureof the NO_(x) catalyst is higher.

However, when the temperature of the NO_(x) catalyst is higher, not onlythe reaction generating NH₃ occurs more likely, but also anotherreaction decomposing the generated NH₃ occurs more likely. JP-B-4347076does not take into consideration this decomposing reaction, so that NH₃generated at the NO_(x) catalyst reduction control cannot be knowncorrectly.

The present invention was made based on the above background. An objectof the present invention is to provide an exhaust gas purificationcontroller for an engine which can achieve efficient purification ofNO_(x) while inhibiting ammonia from being discharged to an exhaust gaspassage downstream an SCR catalyst, by correctly grasp (know) NH₃generated at an NO_(x) catalyst reduction control and making it possibleto suitably inhibiting an excessive ammonia supply to the SCR catalyst.

The present invention is an exhaust gas purification controller for anengine, including: an NO_(x) catalyst provided on an exhaust gas passageof the engine, and configured to occlude NO_(x) in an flowing-in exhaustgas in a state wherein an air-fuel ratio of the flowing-in exhaust gasis leaner than a stoichiometric air-fuel ratio and to reduce theoccluded NO_(x) to N₂ in a state wherein the air-fuel ratio of theflowing-in exhaust gas is richer than the stoichiometric air-fuel ratio;an NO_(x) catalyst regenerator configured to control a fuel injectionvalve in the engine in order to make the air-fuel ratio of theflowing-in exhaust gas to the NO_(x) catalyst richer; an SCR catalystprovided on the exhaust gas passage downstream the NO_(x) catalyst, andconfigured to purify NO_(x) by a reaction with NH₃; an NH₃ supplierconfigured to supply NH₃ or a raw material for NH₃ to the SCR catalystand cause the SCR catalyst to absorb the NH₃ or the raw material forNH₃; an NH₃ supply amount controller configured to control a supplyamount of the NH₃ or the raw material for NH₃ to the SCR catalyst by theNH₃ supplier; and an exhaust-gas flow amount detector configured todetect or estimate a flow amount of the exhaust gas; wherein the NH₃supply amount controller is configured to reduce the supply amount ofthe NH₃ or the raw material for NH₃ to the SCR catalyst by the NH₃supplier when the NO_(x) catalyst regenerator has performed an NO_(x)catalyst regeneration, compared with when the NO_(x) catalystregenerator has not performed the NO_(x) catalyst regeneration, and thesupply amount of the NH₃ or the raw material for NH₃ controlled by theNH₃ supply amount controller is set smaller when the flow amount of theexhaust gas detected or estimated by the exhaust-gas flow amountdetector is larger.

According to the present invention, since the supply amount of the NH₃or the raw material for NH₃ controlled by the NH₃ supply amountcontroller is set smaller when the flow amount of the exhaust gas islarger, a generated amount of NH₃ in the NO_(x) catalyst can be takeninto consideration and efficient purification of NO_(x) can be achieved.

More specifically, for example, it is preferable that the NH₃ supplyamount controller is configured to reduce and adjust the supply amountof the NH₃ or the raw material for NH₃ to the SCR catalyst by the NH₃supplier when the NO_(x) catalyst regenerator has performed an NO_(x)catalyst regeneration, and that a reduction amount of the supply amountof the NH₃ or the raw material for NH₃ controlled by the NH₃ supplyamount controller is set larger when the flow amount of the exhaust gasdetected or estimated by the exhaust-gas flow amount detector is larger.

In the case, since the reduction amount of the supply amount of the NH₃or the raw material for NH₃ controlled by the NH₃ supply amountcontroller is set larger when the flow amount of the exhaust gas islarger, the generated amount of NH₃ in the NO_(x) catalyst can be takeninto consideration and efficient purification of NO_(x) can be achieved.

In addition, in this case, it is preferable that, when the flow amountof the exhaust gas is in a range equal to or larger than a predeterminedfirst threshold, the reduction amount of the supply amount of the NH₃ orthe raw material for NH₃ controlled by the NH₃ supply amount controlleris set to vary less greatly, compared with in a range smaller than thefirst threshold, as the flow amount of the exhaust gas detected orestimated by the exhaust-gas flow amount detector varies. In this case,efficient purification of NO_(x) can be achieved in which the generatedamount of NH₃ in the NO_(x) catalyst can be taken into considerationmore precisely.

In addition, it is preferable that the NH₃ supply amount controller has:a first reduction amount determiner configured to determine a reductionamount corresponding to a purification process of NO_(x) that has beenoccluded in the NO_(x) catalyst; and a second reduction amountdeterminer configured to determine a reduction amount corresponding to apurification process of Raw NO_(x); and that, when the flow amount ofthe exhaust gas is in a range smaller than a predetermined secondthreshold, the reduction amount of the supply amount of the NH₃ or theraw material for NH₃ determined by the second reduction amountdeterminer is set to vary more greatly, compared with the reductionamount of the supply amount of the NH₃ or the raw material for NH₃determined by the first reduction amount determiner, as the flow amountof the exhaust gas detected or estimated by the exhaust-gas flow amountdetector varies.

In this case, a generated amount of NH₃ in the purification process ofNO_(x) that has been occluded in the NO_(x) catalyst and a generatedamount of NH₃ in the purification process of Raw NO_(x) can be takeninto consideration independently of each other. Thus, efficientpurification of NO_(x) can be achieved in which the generated amount ofNH₃ in the NO_(x) catalyst can be taken into consideration moreprecisely.

In addition, in this case, it is further preferable that, when the flowamount of the exhaust gas is in a range equal to or larger than thesecond threshold, the reduction amount of the supply amount of the NH₃or the raw material for NH₃ determined by the second reduction amountdeterminer is set to vary less greatly, compared with the reductionamount of the supply amount of the NH₃ or the raw material for NH₃determined by the first reduction amount determiner, as the flow amountof the exhaust gas detected or estimated by the exhaust-gas flow amountdetector varies.

In this case, efficient purification of NO_(x) can be achieved in whichthe generated amount of NH₃ in the NO_(x) catalyst can be taken intoconsideration more precisely.

For example, in this case, when the flow amount of the exhaust gas is inthe range equal to or larger than the second threshold, the reductionamount of the supply amount of the NH₃ or the raw material for NH₃determined by the second reduction amount determiner may be setsubstantially constant no matter how the flow amount of the exhaust gasdetected or estimated by the exhaust-gas flow amount detector varies.

In addition, it is preferable that an NO_(x) catalyst temperaturedetector configured to detect or estimate a temperature of the NO_(x)catalyst is further provided, and that, when the flow amount of theexhaust gas is in the range smaller than the second threshold, thereduction amount of the supply amount of the NH₃ or the raw material forNH₃ determined by the second reduction amount determiner is set to varymore greatly as the flow amount of the exhaust gas detected or estimatedby the exhaust-gas flow amount detector varies, when the temperature ofthe NO_(x) catalyst detected or estimated by the NO_(x) catalysttemperature detector is higher.

In this case as well, efficient purification of NO_(x) can be achievedin which the generated amount of NH₃ in the NO_(x) catalyst can be takeninto consideration more precisely.

In addition, it is preferable that the NH₃ supply amount controller isconfigured to reduce and adjust the supply amount of the NH₃ or the rawmaterial for NH₃ to the SCR catalyst by the NH₃ supplier, based on thereduction amount of the supply amount of the NH₃ or the raw material forNH₃ determined by the first reduction amount determiner and thereduction amount of the supply amount of the NH₃ or the raw material forNH₃ determined by the second reduction amount determiner, for examplebased on the sum of the former reduction amount and the latter reductionamount.

In addition, it is preferable that an SCR catalyst temperature detectorconfigured to detect or estimate a temperature of the SCR catalyst isfurther provided and that when the flow amount of the exhaust gasdetected or estimated by the exhaust-gas flow amount detector is smallerthan a predetermined threshold and when the temperature of the SCRcatalyst detected or estimated by the SCR catalyst temperature detectoris smaller than a predetermined threshold, purification of NO_(x) isperformed mainly only by the NO_(x) catalyst; when the flow amount ofthe exhaust gas detected or estimated by the exhaust-gas flow amountdetector is smaller than a predetermined threshold and when thetemperature of the SCR catalyst detected or estimated by the SCRcatalyst temperature detector is equal to or larger than a predeterminedthreshold, purification of NO_(x) is performed mainly only by the SCRcatalyst; and when the flow amount of the exhaust gas detected orestimated by the exhaust-gas flow amount detector is equal to or largerthan a predetermined threshold, both the purification of NO_(x) by theNO_(x) catalyst and the purification of NO_(x) by the SCR catalyst areperformed.

In this case, efficient purification of NO_(x) can be achieved based onthe flow amount of the exhaust gas and based on the temperature of theSCR catalyst.

In addition, in this case, it is preferable that, when the purificationof NO_(x) is performed mainly only by the NO_(x) catalyst, the NH₃supply amount controller is configured to limit the supply amount of theNH₃ or the raw material for NH₃ to the SCR catalyst by the NH₃ supplier,and that, when the purification of NO_(x) is performed mainly only bythe SCR catalyst, an operation of the NO_(x) catalyst regenerator islimited.

Effects of Invention

According to an aspect of the present invention, since the reductionamount of the supply amount of the NH₃ or the raw material for NH₃controlled by the NH₃ supply amount controller is set larger when theflow amount of the exhaust gas is larger, the generated amount of NH₃ inthe NO_(x) catalyst can be taken into consideration and efficientpurification of NO_(x) can be achieved. In particular, when the flowamount of the exhaust gas is in a range equal to or larger than apredetermined first threshold, the reduction amount of the supply amountof the NH₃ or the raw material for NH₃ controlled by the NH₃ supplyamount controller may be set to vary less greatly, compared with in arange smaller than the first threshold, as the flow amount of theexhaust gas detected or estimated by the exhaust-gas flow amountdetector varies. In this case, efficient purification of NO_(x) can beachieved in which the generated amount of NH₃ in the NO_(x) catalyst canbe taken into consideration more precisely.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a schematic structural view of an engine system to which anexhaust gas purification controller for an engine according to anembodiment of the present invention is applied;

FIG. 2 is a block diagram showing an electric structure of the exhaustgas purification controller for the engine according to the presentembodiment;

FIG. 3 is an explanatory view of driving ranges of the engine whichrespectively perform a passive DeNO_(x) control and an active DeNO_(x)control in the present embodiment;

FIG. 4 is an explanatory view of a relationship between purificationeffects and temperature ranges;

FIG. 5 is an explanatory view of a setting method of a target air-fuelratio according to an embodiment of the present invention;

FIG. 6A is a flowchart showing an active DeNO_(x) control and a passiveDeNO_(x) control according to an embodiment of the present invention;

FIG. 6B is a flowchart showing the active DeNO_(x) control and thepassive DeNO_(x) control according to the embodiment of the presentinvention;

FIG. 7 is a schematic view of a calculation flow for a reduction amountof a supply amount of urea according to an embodiment of the presentinvention;

FIG. 8A is data of a generated amount of NH₃ generated in a purificationprocess of NO_(x) that has been occluded in an NO_(x) catalyst, againstvariation of a temperature of NO_(x) catalyst;

FIG. 8B is data of a generated amount of NH₃ generated in a purificationprocess of Raw NO_(x) discharged from the engine, against the variationof the temperature of NO_(x) catalyst;

FIG. 9A is data of a generated amount of NH₃ generated in a purificationprocess of NO_(x) that has been occluded in an NO_(x) catalyst, againstvariation of a flow amount of an exhaust gas;

FIG. 9B is data of a generated amount of NH₃ generated in a purificationprocess of Raw NO_(x) discharged from the engine, against the variationof the flow amount of the exhaust gas;

FIG. 10A is data of a generated amount of NH₃ generated in apurification process of NO_(x) that has been occluded in an NO_(x)catalyst, against variation of a target air-fuel ratio;

FIG. 10B is data of a generated amount of NH₃ generated in apurification process of Raw NO_(x) discharged from the engine, againstthe variation of the target air-fuel ratio;

FIG. 11A is data of a generated amount of NH₃ generated in apurification process of NO_(x) that has been occluded in an NO_(x)catalyst, against thermal deterioration of NO_(x) catalyst and avariation of a temperature of the NO_(x) catalyst;

FIG. 11B is data of a generated amount of NH₃ generated in apurification process of Raw NO_(x) discharged from the engine, againstthe thermal deterioration of the NO_(x) catalyst and the variation ofthe temperature of the NO_(x) catalyst; and

FIG. 12 is an example of time chart of DeNO_(x) control according to thepresent embodiment.

MODE FOR CARRYING OUT INVENTION

An exhaust gas purification controller for an engine according to anembodiment of the present invention will be described below withreference to the attached drawings.

<System Structure>

Initially, with reference to FIG. 1, explained is an engine system towhich an exhaust gas purification controller for an engine according toan embodiment of the present invention is applied. FIG. 1 is a schematicstructural view of such an engine system to which an exhaust gaspurification controller for an engine according to an embodiment of thepresent invention has been applied.

As shown in FIG. 1, the engine system 200 mainly includes: an engine Eas a diesel engine; an intake system IN configured to provide an intaketo the engine E; a fuel supply system FS configured to supply fuel tothe engine E; an exhaust gas system EX configured to discharge anexhaust gas of the engine E, sensors 100 to 119 configured to detectvarious conditions relating to the engine system 200; a PCM (Power-traincontrol Module) 60 configured to control the engine system 200; and aDCU (Dosing control Unit) 70 configured to perform a control relating toan SCR catalyst.

First, the intake system IN has an intake passage 1, through which anintake air passes. On the intake passage 1, in the following order fromits upstream side, there are provided with: an air cleaner 3 configuredto purify the air introduced from the outside; a compressor of aturbocharger 5 configured to compress the intake air passingtherethrough to raise an intake air pressure; an intercooler 8configured to cool the intake air by an outside air or a cooling water;an intake shutter valve 7 (which corresponds to a throttle valve)configured to adjust a flow amount of the intake air passingtherethrough; and a surge tank 12 configured to temporarily store theintake air to be supplied to the engine E.

On the intake passage 1 on a side just downstream the air cleaner 3, anair flow sensor 101 configured to detect an amount of intake air and atemperature sensor 102 configured to detect an intake air temperature. Apressure sensor 103 configured to detect the intake air pressure isprovided on the turbocharger 5. Another temperature sensor 106configured to detect the intake air temperature is provided on theintake passage 1 just downstream the intercooler 8. A position sensor105 configured to detect an open degree of the intake shutter valve 7 isprovided on the intake shutter valve 7. A pressure sensor 108 configuredto detect the intake air pressure at an intake manifold is provided onthe surge tank 12. These sensors 101 to 108 are respectively configuredto output detection signals S101 to S108 corresponding to their detectedparameters to the PCM 60.

Next, the engine E includes: an intake valve 15 configured to introducethe intake air supplied from the intake passage 1 (more specifically,the intake manifold) into a combustion chamber 17; a fuel injectionvalve 20 configured to inject fuel toward the combustion chamber 17; aglow plug 21 having a heat generating part located in the combustionchamber 17 and configured to generate heat by applying an electriccurrent; a piston 23 configured to reciprocate by combustion of anair-fuel mixture in the combustion chamber 17; a crankshaft 25configured to be rotated by a reciprocation of the piston 23; and anexhaust valve 27 configured to discharge an exhaust gas generated by thecombustion of the air-fuel mixture in the combustion chamber 17 to anexhaust passage 41. In addition, the engine E is provided with acrank-angle sensor 100 configured to detect a crank angle as arotational angle compared with a top dead point or the like of the crankshaft 25. The crank-angle sensor 100 is configured to output a detectionsignal S100 corresponding to the detected crank angle to the PCM 60. ThePCM 60 is configured to obtain an engine rotation speed based on thedetection signal S100.

The fuel supply system FS has: a fuel tank 30 configured to store thefuel; and a fuel supply passage 38 configured to supply the fuel fromthe fuel tank 30 to the fuel injection valve 20. The fuel supply passage38 includes, in the following order from its upstream side, alow-pressure fuel pump 31, a high-pressure fuel pump 33, and a commonrail 35.

Next, the exhaust gas system EX has the exhaust passage 41, throughwhich the exhaust gas passes. On the exhaust passage 41, there isprovided a turbine of the turbocharger 5 configured to be rotated by theexhaust gas and to drive the compressor by its rotation as describedabove. In addition, on the exhaust passage 41 downstream the turbine, inthe following order from its upstream side, there are provided: anNO_(x) catalyst 45 configured to purify NO_(x) (Raw NO_(x)) in theexhaust gas; a diesel particulate filter (DPF: Diesel ParticulateFilter) 46 configured to collect particulate matters (PM: ParticulateMatter) in the exhaust gas; and an urea injector 51 configured to injecturea (typically, urea aqueous) toward an inside of the exhaust passage41 on a side downstream of the DPF 46.

The NO_(x) catalyst 45 tends to occlude NO_(x) in the exhaust gas in alean state wherein an air-fuel ratio of the flowing-in exhaust gas islarger than a stoichiometric air-fuel ratio (λ>1), and tends to reducethe occluded NO_(x) in another state wherein the air-fuel ratio of theflowing-in exhaust gas is in a vicinity of the stoichiometric air-fuelratio (λ≈1) or in a rich state wherein the air-fuel ratio of the exhaustgas is smaller than the stoichiometric air-fuel ratio (λ<1), so that theNO_(x) catalyst 45 is called an NO_(x) storage (occlusion) reductiontype of catalyst (NSC: NO_(x) Storage Catalyst). The NO_(x) catalyst 45generates and releases NH₃ (ammonia) when the NO_(x) catalyst 45 reducesNO_(x) that has been occluded therein. Specifically, when the NO_(x) isreduced, “N” in the NO_(x) that has been occluded in the NO_(x) catalyst45 and “H” in “HC” such as unburned fuel supplied toward the NO_(x)catalyst 45 as a reducing agent, or “H” in “H₂O” generated byin-cylinder combustion, are united to generate NH₃ (ammonia). Furtherdetails of these reactions are explained in paragraph 0142.

Herein, although the details are explained later, the occluded NO_(x) isreduced and purified (by an NO_(x) catalyst regenerator) by controllingthe fuel injection valve 20 in the engine E to bring the air-fuel ratioof the flowing-in exhaust gas into a rich state when an amount of theNO_(x) occluded in the NO_(x) catalyst 45 (hereinafter, referred as anNO_(x) occlusion amount) becomes equal to or larger than a predeterminedthreshold. In the present embodiment, the PCM 60 serves as the NO_(x)catalyst regenerator (has a function as the NO_(x) catalystregenerator).

An amount of NO_(x) in the exhaust gas may be estimated based on adriving state of the engine E, a flow amount (flow rate) of the exhaustgas, a temperature of the exhaust gas, and the like. The NO_(x)occlusion amount in the NO_(x) catalyst 45 may be estimated by adding upthe amount of NO_(x) in the exhaust gas. Alternatively, the NO_(x)occlusion amount in the NO_(x) catalyst 45 may be directly detected byan NO_(x)-occlusion-amount detecting sensor 45 n.

The NO_(x) catalyst 45 of the present embodiment has not only thefunction as the NSC, but also a function as a diesel oxidation catalyst(DOC: Diesel Oxidation Catalyst) 45 a (oxidation catalyst) which usesoxygen in the exhaust gas to oxidize hydro carbon (HC), carbonmoNO_(x)ide (CO) or the like into water and carbon dioxide.

More specifically, the NO_(x) catalyst 45 of the present embodiment ismade of a surface of a catalyst material layer serving as the dieseloxidation catalyst 45 a being coated by another catalyst materialserving as the NSC. Thus, the NO_(x) catalyst 45 forms a compositecatalyst including the diesel oxidation catalyst 45 a. That is, theNO_(x) catalyst 45 is arranged (formed) by being combined with thediesel oxidation catalyst 45 a. Thus, when a temperature of the dieseloxidation catalyst 45 a is raised by reaction heat of aNO_(x)idizingreaction, the reaction heat is transferred to the NO_(x) catalyst 45, sothat a temperature of the NO_(x) catalyst 45 is raised.

In the present embodiment, a temperature sensor 112 is provided on aside just upstream of the NO_(x) catalyst 45. The temperature of theNO_(x) catalyst 45 may be estimated based on a temperature detected bythe temperature sensor 112. Alternatively, the temperature of the NO_(x)catalyst 45 may be detected by another temperature sensor 113 locatedbetween the NO_(x) catalyst 45 and the DPF 46. Alternatively, the NO_(x)catalyst 45 may be provided directly with an NO_(x)-catalyst-temperaturedetecting sensor 45 t configured to detect a temperature of the NO_(x)catalyst 45.

In addition, in the present embodiment, the flow amount of the exhaustgas flowing into the NO_(x) catalyst 45 is estimated based on thedriving state of the engine, more specifically an engine rotation speedand an engine load. However, an exhaust-gas flow amount detecting sensor45 f configured to detect the flow amount of the exhaust gas flowinginto the NO_(x) catalyst 45 may be provided.

In addition, on a side further downstream of the urea injector 51, thereis arranged an SCR (Selective Catalytic Reduction) catalyst 47configured to react (reduce) the NO_(x) in the exhaust gas with the NH₃generated in the NO_(x) catalyst 45 to purify the NO_(x). The SCRcatalyst 47 has also a function of hydrolyzing the urea injected fromthe urea injector 51 to generate NH₃ (ammonia) (CO(NH₂)₂+H₂O→CO₂+2NH₃),and to react (reduce) the NO_(x) in the exhaust gas with the NH₃ topurify the NO_(x). The urea injector 51 is configured to be controlledby a control signal S51 supplied from the DCU 70 to inject the ureatoward the inside of the exhaust passage 41.

More specifically, the SCR catalyst 47 is configured to absorb the NH₃(ammonia) generated by the purification (reduction) of NO_(x) in theNO_(x) catalyst 45 and/or the HN3 generated from the urea injected fromthe urea injector 51 (cause the NH₃ (ammonia) generated by thepurification (reduction) of NO_(x) in the NO_(x) catalyst 45 and/or theHN3 generated from the urea injected from the urea injector 51 to stickto the SCR catalyst 47 itself), and to react the NO_(x) in the exhaustgas with the absorbed (having-stuck) NH₃ to purify (reduce) the NO_(x).

For example, the SCR catalyst 47 may be made of a catalyst metal havinga function of reducing the NO_(x) with the NH₃ (ammonia), which may besupported by zeolite having a function of trapping the NH₃ to be acatalyst component, which may be further supported by a cell wall as ahoneycomb carrier. Fe, Ti, Ce, W or the like may be used as the catalystmetal for the NO_(x) reduction.

Furthermore, on a side further downstream of the SCR catalyst 47, thereis provided a slip catalyst 48 configured to oxidize and purify NH₃(ammonia) ejected from the SCR catalyst 47. In addition, on the SCRcatalyst 47, there is provided an SCR-catalyst-temperature detectingsensor 47 t configured to detect a temperature of the SCR catalyst 47.The SCR-catalyst-temperature detecting sensor 47 t is a sensorconfigured to directly detect a temperature of the SCR catalyst 47.However, instead of this, an indirect parameter related to a temperatureof the SCR catalyst 47 may be measured and there may be provided anestimator configured to estimate the temperature of the SCR catalystfrom the parameter. For example, a temperature of the SCR catalyst 47may be estimated based on a temperature detected by a temperature sensor117 on a side just upstream of the SCR catalyst 47.

In the present embodiment, the urea injector 51 serves as an NH₃supplier configured to supply urea, which is a raw material for NH₃, tothe SCR catalyst 47 and to cause the SCR catalyst 47 to absorb the urea(to cause the urea to stick to the SCT catalyst 47). As shown in FIG. 1,the urea injector 51 is connected to a urea supply passage 53, and theurea supply passage 53 is connected to a urea tank 55 through a ureadelivery pump 54.

The urea supply passage 53 is formed by a pipe capable of delivering theurea (urea aqueous). On the urea supply passage 53, there is arranged aurea-supply-passage pressure sensor 56 configured to measure a change ofa pressure thereon when the urea passes therethrough. In addition, onthe urea supply passage 53, there is arranged a urea-passage heater 57for preventing the urea from freezing thereon. The urea delivery pump 54is configured to receive control commands from the DCU 70 and deliverthe urea from the urea tank 55 toward the urea injector 51.

In the present embodiment, the DCU 70 serves as an NH₃ supply amountcontroller configured to control a supply amount of the urea (rawmaterial for NH₃) to the SCR catalyst 47 by the urea injector 51 (NH₃supplier).

The DCU 70 controls an amount of the urea injected from the ureainjector 51 to cause the SCR catalyst 47 to absorb a suitable amount ofNH₃, in order to achieve both secure NO_(x) purification performance bythe SCR catalyst 47 and inhibition of ejection (slip) of the NH₃(ammonia) from the SCR catalyst 47.

Furthermore, the DCU 70 is electrically connected to theurea-supply-passage pressure sensor 56, a urea level sensor 58 and aurea temperature sensor 59. The urea-supply-passage pressure sensor 56,the urea level sensor 58 and the urea temperature sensor 59 arerespectively configured to output detection signals S52 to S54corresponding to their detected parameters to the DCU 70. In addition,the DCU 70 is electrically connected to the urea-passage heater 57, theurea delivery pump 54 and a urea-tank heater 61. Operational states ofthe urea-passage heater 57, the urea delivery pump 54 and the urea-tankheater 61 can be respectively controlled by control signals S55 to S57supplied from the DCU 70.

The DCU 70 consists of a computer including: a CPU, various types ofprograms configured to be interpreted and executed by the CPU (includinga basic control program such as an OS, and an application program to beexecuted on such an OS for achieving a specific function), and an insidememory such as ROM and/or RAM for storing such programs and/or variousdata. The DCU 70 is two-way communicably connected to the PCM 60, and isconfigured to receive control commands of the PCM 60 and be controlledthereby. For example, a control signal for supplying various informationobtained by the DCU 70 to the PCM 60 is depicted as a control signalS58.

In addition, as shown in FIG. 1, on the exhaust passage 41 upstream theturbine of the turbocharger 5, there may be provided a pressure sensor109 configured to detect a pressure of the exhaust gas and a temperaturesensor 110 configured to detect a temperature of the exhaust gas. Inaddition, on the exhaust passage 41 just downstream the turbine of theturbocharger 5, there may be provided an O2 sensor 111 configured todetect oxygen density.

Furthermore, in the exhaust gas system EX, there are provided with: atemperature sensor 112 configured to detect a temperature of the exhaustgas just upstream the NO_(x) catalyst 45; a temperature sensor 113configured to detect a temperature of the exhaust gas between the NO_(x)catalyst 45 and the DFP 46; a differential-pressure sensor 114configured to detect a differential pressure of the exhaust gas betweenon a side just upstream of the DPF 46 and on an side just downstream ofthe DPF 46; a temperature sensor 115 configured to detect a temperatureof the exhaust gas just downstream the DPF 46; an NO_(x) sensor 116configured to detect NO_(x) density in the exhaust gas just downstreamthe DPF 46; a temperature sensor 117 configured to detect a temperatureof the exhaust gas just upstream the SCR catalyst 47; an NO_(x) sensor118 configured to detect NO_(x) density in the exhaust gas justdownstream the SCR catalyst 47; and a PM sensor 119 configured to detectPM in the exhaust gas just upstream the slip catalyst 48. These sensors109 to 119 are respectively configured to output detection signals S109to S119 corresponding to their detected parameters to the PCM 60.

In addition, in the present embodiment, the turbocharger 5 serves astwo-stage supercharging system capable of achieving efficiently highsupercharging in the whole range from a low rotation speed range (inwhich exhaust energy is low) to a high rotation speed range. That is,the turbocharger 5 has: a large-sized turbocharger 5 a configured tosupercharge a large amount of air in a high rotation speed range; asmall-sized turbocharger 5 b capable of efficiently supercharging evenwith low exhaust energy; a compressor bypass valve 5 c configured tocontrol a flow of the intake air to a compressor of the small-sizedturbocharger 5 b; a regulator valve 5 d configured to control a flow ofthe exhaust gas to a turbine of the small-sized turbocharger 5 b; and awaste gate valve 5 e configured to control a flow of the exhaust gas toa turbine of the large-sized turbocharger 5 a. These valves arerespectively driven based on the running state of the engine E (theengine rotation speed and the engine load), so that the supercharging bythe large-sized turbocharger 5 a and the supercharging by thesmall-sized turbocharger 5 b are switched.

In addition, the engine system 200 of the present embodiment furtherincludes an EGR system 43. The EGR system 43 has: an EGR passage 43 aconnecting the exhaust passage 41 on a side upstream of the turbine ofthe turbocharger 5 and the intake passage 1 on a side downstream of thecompressor of the turbocharger 5 (more specifically, on a sidedownstream of the intercooler 8); an EGR cooler 43 b configured to coolthe exhaust gas passing through the EGR passage 43 a; a first EGR valve43 c configured to adjust a flow amount of the exhaust gas passingthrough the EGR passage 43 a; an EGR-cooler bypass passage 43 dconfigured to bypass the EGR cooler 43 b and cause the exhaust gas toflow therethrough; and a second EGR valve 43 e configured to adjust aflow amount of the exhaust gas passing through the EGR-cooler bypasspassage 43 d.

<Electric Structure and Function of PCM>

Next, with reference to FIG. 2, an electric structure of the exhaust gaspurification controller for the engine according to the presentembodiment is explained. FIG. 2 is a block diagram showing an electricstructure of the exhaust gas purification controller for the engineaccording to the present embodiment.

The PCM 60 of the present embodiment is configured to output a controlsignal S20 to control the fuel injector valve 20 and a control signal S7to control the intake shutter valve 7, based on a detection signal S150outputted from an accelerator open-degree sensor 150 configured todetect an open degree of an accelerator pedal (accelerator open degree)and a detection signal S151 outputted from a vehicle speed sensor 151configured to detect a vehicle speed, in addition to the detectionsignals S100 to S119 of the above various sensors 100 to 119.

In addition, the PCM 60 is configured to two-way communicate with theDCU 70 and to output a control signal S8 for causing the DCU 70 toperform such a control that a desired amount of urea is supplied fromthe urea injector 51.

In particular, the PCM 60 of the present embodiment is configured tocontrol the fuel injection valve 20 in the engine E to bring theair-fuel ratio of the exhaust gas flowing into the NO_(x) catalyst 45into a rich state (the PCM 60 is configured to serve as an NO_(x)catalyst regenerator) when an amount of NO_(x) occluded in the NO_(x)catalyst 45 becomes equal to or larger than a predetermined threshold.More specifically, the PCM 60 of the present embodiment is configured toperform a “post injection” from the fuel injection valve 20 in order tobring the air-fuel ratio of the exhaust gas into a target air-fuel ratio(specifically, a predetermined air-fuel ratio in a vicinity of astoichiometric air-fuel ratio or smaller than a stoichiometric air-fuelratio). Thereby, the NO_(x) that has been occluded in the NO_(x)catalyst 45 can be reduced (NO_(x) reduction control).

That is, the PCM 60 of the present embodiment is configured to perform amain injection in which the fuel is injected into a cylinder to outputan engine torque based on a driver's operation of the accelerator pedal(basically, in the main injection, an injection amount of the fuel orthe like is determined such that the air-fuel ratio of the exhaust gasis in a lean state), and to perform a post injection at a timing notcontributing to the output of the engine torque (specifically, at anexpansion stroke) after the main injection in order to bring theair-fuel ratio of the exhaust gas into a state wherein the air-fuelratio of the flowing-in exhaust gas is in a vicinity of thestoichiometric air-fuel ratio (λ≈1) or into a rich state wherein theair-fuel ratio of the exhaust gas is smaller than the stoichiometricair-fuel ratio (λ<1), so as to reduce the NO_(x) that has been occludedin the NO_(x) catalyst 45. (Conventionally, such a control for reducingthe NO_(x) that has been occluded in the NO_(x) catalyst 45 is called a“DeNO_(x) control”.)

The PCM 60 consists of a computer including: a CPU, various types ofprograms configured to be interpreted and executed by the CPU (includinga basic control program such as an OS, and an application program to beexecuted on such an OS for achieving a specific function), and an insidememory such as ROM and/or RAM for storing such programs and/or variousdata.

<Fuel Injection Control>

Next, an operational flow of the fuel injection control in the presentembodiment is explained. The flow of the fuel injection control isstarted when an ignition switch of the vehicle is turned on to power thePCM 60, and is repeatedly performed in a predetermined cycle.

First, the PCM 60 obtains a driving state of the vehicle. Specifically,the PCM 60 obtains at least the accelerator open degree detected by theaccelerator open-degree sensor 150, the vehicle speed detected by thevehicle speed sensor 151, the crank angle detected by the crank-anglesensor 100, and a current gear position that has been set at atransmission of the vehicle.

Subsequently, the PCM 60 sets a target acceleration based on theobtained driving state of the vehicle. Specifically, the PCM 60 selectsan acceleration performance map corresponding to the current vehiclespeed and the current gear position among a plurality of accelerationperformance maps defined for various vehicle speeds and various gearpositions (made in advance and stored in a memory or the like), anddetermines a target acceleration corresponding to the currentaccelerator open degree with reference to the selected accelerationperformance map.

Subsequently, the PCM 60 determines a target torque of the engine E forachieving the target acceleration. In this case, the PCM 60 determinesthe target torque within a torque range that the engine E can output,based on the current vehicle speed, the current gear position, thecurrent road gradient, the current road surface μ, or the like.

Subsequently, the PCM 60 determines a fuel injection amount to beinjected from the fuel injector valve 20, based on the target torque andthe current engine rotation speed. The fuel injection amount is a fuelinjection amount applied in the main injection (main injection amount).

On the other hand, in parallel to the above flow from the setting stepof the target acceleration until the calculating step of the fuelinjection amount, the PCM 60 sets a fuel injection pattern based on thedriving state of the engine E. Specifically, the PCM 60 sets a fuelinjection pattern applied in the post injection for a case wherein theDeNO_(x) control is performed.

In the case, the PCM 60 determines a fuel injection amount applied inthe post injection (post injection amount) and/or a timing at which thepost injection is performed (post injection timing). The details areexplained in the following item <DeNO_(x) Control>.

The PCM 60 controls the fuel injection valve 20 based on the calculatedmain injection amount and the set fuel injection pattern (including thepost injection amount and the post injection timing when the postinjection is performed). That is, the PCM 60 controls the fuel injectionvalve 20 such that a desired amount of fuel is injected according to adesired fuel injection pattern.

<DeNO_(x) Control>

The PCM 60 of the present embodiment is configured to perform a DeNO_(x)control in which the fuel injection valve 20 executes a post injectionso that the air-fuel ratio of the exhaust gas is continuously set to atarget air-fuel ratio, which is in a vicinity of the stoichiometricair-fuel ratio or smaller than the stoichiometric air-fuel ratio, inorder to lower the amount of the NO_(x) occluded in the NO_(x) catalyst45 to almost zero, when the amount of the NO_(x) occluded in the NO_(x)catalyst 45 is larger than a predetermined amount, typically when theamount of the occluded NO_(x) is in a vicinity of a limit value(hereinafter, called “active DeNO_(x) control”). Thereby, the NO_(x)whose large amount has been occluded in the NO_(x) catalyst 45 isforcibly reduced, so that purification performance of the NO_(x) by theNO_(x) catalyst 45 is securely assured.

In addition, the PCM 60 of the present embodiment is configured toperform another DeNO_(x) control in which the fuel injection valve 20executes a post injection so that the air-fuel ratio of the exhaust gasis temporarily set to a target air-fuel ratio, in order to reduce theNO_(x) occluded in the NO_(x) catalyst 45, when the vehicle isaccelerated and the air-fuel ratio of the exhaust gas is changed into arich side, even when the amount of the NO_(x) occluded in the NO_(x)catalyst 45 is not larger than the predetermined amount (hereinafter,called “passive DeNO_(x) control”). In the passive DeNO_(x) control,using a state wherein the main injection amount is increased and theair-fuel ratio of the exhaust gas is decreased, such as an acceleratingstate, the post injection is executed so that the air-fuel ratio of theexhaust gas is set to a target air-fuel ratio which is in a vicinity ofthe stoichiometric air-fuel ratio or smaller than the stoichiometricair-fuel ratio. Thus, compared with a DeNO_(x) control in a statewherein the air-fuel ratio of the exhaust gas is not decreased (that is,a not-accelerating state), the post injection amount required forsetting the air-fuel ratio to the target air-fuel ratio is smaller. Inaddition, the passive DeNO_(x) control is performed during eachacceleration, so that it is expected that the passive DeNO_(x) controlis performed relatively often.

In the present embodiment, since such a passive DeNO_(x) control isapplied, the DeNO_(x) control can be performed with a high frequencywhile preventing deterioration of fuel efficiency, which might be causedby any other DeNO_(x) control. It takes only a relatively short time toperform each passive DeNO_(x) control. However, since the passiveDeNO_(x) control is performed with a high frequency, the amount of theNO_(x) occluded in the NO_(x) catalyst 45 can be efficiently lowered. Asa result, the amount of the NO_(x) occluded in the NO_(x) catalyst 45 isnot likely to be larger than the predetermined amount, so thatperformance frequency of the active DeNO_(x) control, which requires apost injection amount larger than that for the passive DeNO_(x) control,can be lowered. This makes it possible to effectively improve thedeterioration of fuel efficiency.

In addition, the PCM 60 of the present embodiment sets the air-fuelratio of the exhaust gas to a target air-fuel ratio, by burning thepost-injected fuel in a cylinder of the engine E, when the above activeDeNO_(x) control is performed. In this case, the PCM 60 performs thepost injection at a timing when the post-injected fuel is burned in thecylinder. Specifically, the PCM 60 sets a predetermined timing within aformer half of the expansion stroke of the engine E as a timing for thepost injection in the active DeNO_(x) control. The injection timing isfor example ATDC45° C.A. Since such a timing for the post injection isapplied for the active DeNO_(x) control, it is prevented that thepost-injected fuel is discharged as unburned fuel (that is, HC) and/orthat the post-injected fuel dilutes oil.

On the other hand, the PCM 60 of the present embodiment sets theair-fuel ratio of the exhaust gas to a target air-fuel ratio, bydischarging the post-injected fuel to the exhaust passage 41 as unburnedfuel without burning in the cylinder of the engine E, when the abovepassive DeNO_(x) control is performed. In this case, the PCM 60 performsthe post injection at a timing when the post-injected fuel is not burnedin the cylinder but discharged to the exhaust passage 41 as unburnedfuel. Specifically, the PCM 60 sets a predetermined timing within alatter half of the expansion stroke of the engine E as a timing for thepost injection in the passive DeNO_(x) control. The injection timing isfor example ATDC110° C.A. In principle, the timing for the postinjection in the passive DeNO_(x) control is set on a lag side withrespect to the timing for the post injection in the active DeNO_(x)control. Since such a timing for the post injection is applied for thepassive DeNO_(x) control, it is prevented that the post-injected fuel isburned in the cylinder to generate smoke (soot).

<Driving Ranges for performing Passive DeNO_(x) Control and ActiveDeNO_(x) Control>

Herein, with reference to FIG. 3, explained are driving ranges of theengine E in which the passive DeNO_(x) control and the active DeNO_(x)control are respectively performed. In FIG. 3, the engine rotationalspeed is shown along the horizontal axis, and the engine load is shownalong the vertical axis. In addition, the curve line L1 shows a maximumtorque line of the engine E.

As shown in FIG. 3, the PCM 60 of the present embodiment performs theactive DeNO_(x) control when the engine load is within a middle loadrange which is greater than a first predetermined load Lo1 and smallerthan a second predetermined load Lo2 (> the first predetermined loadLo1) and when the engine rotation speed is within a middle rotationspeed range greater than a first predetermined rotation speed N1 andsmaller than a second rotation speed N2 (> the first predeterminedrotation speed N1), i.e., when the engine load and the engine rotationspeed are included in a driving range shown by the sign R12(hereinafter, called “active DeNO_(x) performing range R12”). Thereasons why such an active DeNO_(x) performing range R12 is adopted areas follows.

As described above, when the active DeNO_(x) control is performed, thepost injection is executed at a timing at which the post-injected fuelis burned in the cylinder in view of inhibiting generation of HC, whichmight be caused by the post-injected fuel being discharged as it is, andalso inhibiting oil dilution, which might be caused by the post-injectedfuel. In the present embodiment, when the post-injected fuel is burned,generation of smoke is inhibited, and generation of HC (that is,discharging unburned fuel that might be caused by incomplete combustion)is also inhibited. Specifically, a time period until the post-injectedfuel is burned is secured as long as possible, so that ignition happensin a state the air and the fuel are suitably mixed. This inhibits thegeneration of smoke and HC. Thus, when the active DeNO_(x) control isperformed, a suitable amount of EGR gas is introduced, which effectivelylags the ignition of the post-injected fuel.

The reasons why the generation of HC is to be inhibited in the activeDeNO_(x) control are to prevent the gas passage from clogging by thesoot bonded with the HC which serves as a binder, when the EGR gas isintroduced as described above and the HC is circulated into the intakesystem IN as (a part of) the EGR gas. In addition, the reasons are toprevent the HC from being discharged without being purified, when theactive DeNO_(x) control is performed in a driving region wherein thetemperature of the NO_(x) catalyst 45 is so low that purificationperformance of HC (purification performance of HC by the DOC 45 a in theNO_(x) catalyst 45) is not assured. (The active DeNO_(x) performingrange R12 may include such an area wherein the temperature of the NO_(x)catalyst 45 is so low that purification performance of HC is notassured.)

In addition, the reasons why the generation of smoke is to be inhibitedin the active DeNO_(x) control are to inhibit deterioration of the fuelefficiency, which might be caused if DPF regeneration (which controls apost injection similarly to the DeNO_(x) control) for burning andremoving the PM collected by the DPF 46 is performed with a highfrequency, although the PM corresponding to the smoke is collected bythe DPF 46.

Herein, when the engine load is high, air introduced into the engine Eis throttled to achieve a target air-fuel ratio, which causes shortageof oxygen necessary to suitably burn the post-injected fuel, and thusthe smoke and/or the HC are likely to be generated. In particular, whenthe engine load is high, the temperature of the inside of the cylinderbecomes high, which makes it impossible to suitably secure the timeperiod until the post-injected fuel is ignited. That is, combustion mayhappen in a state the air and the fuel are not suitably mixed, which maygenerates the smoke and/or the HC. On the other hand, when the engineload is within a considerably low range, the temperature of the NO_(x)catalyst 45 is so low that the NO_(x) reduction function of the NO_(x)catalyst 45 cannot be sufficiently exerted. In addition, in this range,the post-injected fuel is not suitably burned, that is, misfire mayhappen.

In the above, phenomena regarding the engine load are explained, butsimilar phenomena happen regarding the engine rotation speed.

As stated above, according to the present embodiment, the driving rangeof the engine E corresponding to the middle load range and the middlerotation speed range is adopted as the active DeNO_(x) performing rangeR12 for performing an active DeNO_(x) control. In other words, accordingto the present embodiment, an active DeNO_(x) control is performed onlyin the active DeNO_(x) performing range R12. An active DeNO_(x) controlis forbidden in a driving range out of the active DeNO_(x) performingrange R12. In the driving range of the engine E in which the activeDeNO_(x) control is forbidden, in particular in a range which is on ahigher load or higher rotation speed side compared with the activeDeNO_(x) performing range R12 (a range shown by the sign R13), thepurification performance of the NO_(x) by the SCR catalyst 47 issufficiently assured. Thus, the NO_(x) is purified by the SCR catalyst47, which can prevent the NO_(x) from being discharged from the vehiclewithout performing the DeNO_(x) control.

In addition, in the present embodiment, in a range which is on a furtherhigher load side compared with the range R13 for purifying the NO_(x) bythe SCR catalyst 47 (a range shown by the sign R11, hereinafter called“passive DeNO_(x) performing range R11”), the amount of the exhaust gasis so larger that the NO_(x) is not fully purified by the SCR catalyst47, and thus the passive DeNO_(x) control is performed. In the passiveDeNO_(x) control, as described above, the post injection is performed ata timing when the post-injected fuel is not burned in the cylinder butdischarged to the exhaust passage 41 as unburned fuel. In the passiveDeNO_(x) performing range R11, the temperature of the NO_(x) catalyst 45is so high that the purification performance of the HC (purificationperformance of the HC by the DOC 45 a in the NO_(x) catalyst 45) issecured. Thus, the so discharged unburned fuel can be securely purifiedby the NO_(x) catalyst 45.

In the passive DeNO_(x) control, if the post-injected fuel is burned inthe cylinder in the same way as in the active DeNO_(x) control, thesmoke may be generated. The reasons are the same as those why the activeDeNO_(x) control is forbidden when the engine load is high.

Herein, explained is a specific example of the active DeNO_(x) controlwhen the driving state of the engine changes as shown by the arrow A11in FIG. 3. First, when the driving state of the engine E goes into theactive DeNO_(x) performing range R12 (see the sign A12), the PCM 60performs the active DeNO_(x) control. Then, when the driving state ofthe engine E goes out from the active DeNO_(x) performing range R12 (seethe sign A13), the PCM 60 stops the active DeNO_(x) control temporarily.In this state, the SCR catalyst 47 purifies the NO_(x). Then, when thedriving state of the engine E goes into the active DeNO_(x) performingrange R12 again (see the sign A14), the PCM 60 resumes the activeDeNO_(x) control. Accordingly, the active DeNO_(x) control is notfinished until the amount of the NO_(x) that has been occluded in theNO_(x) catalyst 45 is lowered to almost zero.

<Relationship Between Purification Performance and Temperature Range ofRespective Catalysts>

As shown in FIG. 4, basically, the NO_(x) catalyst 45 exerts thepurification performance of the NO_(x) in a relatively low temperaturerange (in a range shown by the sign R24), and the SCR catalyst 47 exertsthe purification performance of the NO_(x) in a higher temperature range(in a range shown by the sign R25) compared with the temperature rangein which the NO_(x) catalyst 45 exerts the purification performance ofthe NO_(x). In the present embodiment, a temperature in a vicinity ofthe lower border of the temperature range in which an NO_(x)purification rate equal to or larger than a predetermined value can beobtained by the SCR catalyst 47 is used as a judgement temperature(hereinafter, called “SCR judgment temperature”).

<Post Injection Amount>

Next, explained is a calculation flow of the post injection amount to beapplied in the DeNO_(x) control (hereinafter, called “post injectionamount for DeNO_(x)I) in the present embodiment. The calculation flow ofthe post injection amount for DeNO_(x) is repeatedly performed in apredetermined cycle, in parallel to the above flow of the fuel injectioncontrol. That is, the post injection amount for DeNO_(x)I is calculatedat any time while the fuel injection control is performed.

First, the PCM 60 obtains the driving state of the engine E.Specifically, the PCM 60 obtains at least an amount of the intake airdetected by the air flow sensor 101, oxygen density detected by the O2sensor 111 and a main injection amount calculated by the flow of thefuel injection control. In addition, the PCM 60 obtains an amount of theexhaust gas circulated into the intake system IN by the EGR system 43(an amount of the EGR gas), which is obtained by a predetermined modelor the like. Furthermore, the PCM 60 obtains an NH₃ absorption amountthat is an amount of the NH₃ absorbed in (sticking to) the SCR catalyst47. As the NH₃ absorption amount, an estimated value of an amount of theNH₃ is used, which is estimated at any time based on: a urea injectionamount injected from the urea injection valve; a generation amount ofthe NH₃ generated in the DeNO_(x) control; and an estimated value of anamount of the NO_(x) supplied to the SCR catalyst estimated based on thedriving state of the engine and the purification efficiency of theNO_(x) catalyst. However, the NH₃ absorption amount may be obtained byanother method. For example, the SCR catalyst 47 may be provided with anNH₃-absorption-amount detecting sensor 47 n configured to detect an NH₃absorption amount.

Subsequently, the PCM 60 sets a target air-fuel ratio to be applied forreducing the NO_(x) that has been occluded in the NO_(x) catalyst 45,based on the estimated NH₃ absorption amount of the SCR catalyst 47.Specifically, the PCM 60 sets a target air-fuel ratio to be applied forperforming an active DeNO_(x) control and a target air-fuel ratio to beapplied for performing a passive DeNO_(x) control, respectively, basedon the NH₃ absorption amount of the SCR catalyst 47. The setting methodof the target air-fuel ratio(s) is explained later with reference toFIG. 5.

Subsequently, the PCM 60 calculates a post injection amount (postinjection amount for DeNO_(x)) required to achieve the set targetair-fuel ratio. That is, the PCM 60 determines how much the postinjection amount should be applied in addition to the main injectionamount in order to bring the air-fuel ratio of the exhaust gas into thetarget air-fuel ratio. In this case, the PCM 60 calculates a postinjection amount for achieving a set target air-fuel ratio forperforming an active DeNO_(x) control and a post injection amount forachieving a set target air-fuel ratio for performing a passive DeNO_(x)control, respectively.

<Setting of Target Air-Fuel Ratio>

FIG. 5 is an explanatory view of a setting method of a target air-fuelratio according to the present embodiment. In FIG. 5, the NH₃ absorptionamount of the SCR catalyst 47 is shown along the horizontal axis, andthe target air-fuel ratio is shown along the vertical axis.

In FIG. 5, “λ1” represents a stoichiometric air-fuel ratio. An air-fuelratio range R21 on a rich side of the stoichiometric air-fuel ratio λ1represents a range in which the NO_(x) occluded in the NO_(x) catalyst45 can be reduced, and another air-fuel ratio range R22 on a lean sideof the stoichiometric air-fuel ratio λ1 represents a range in which theNO_(x) occluded in the NO_(x) catalyst 45 cannot be reduced. Inaddition, in an air-fuel ratio range R23 on a rich side of a limitair-fuel ratio λ2, unburned fuel may be supplied to the EGR system 43,which may result in deterioration of reliability of the EGR system 43.

A graph G11 shows a target air-fuel ratio to be set based on an NH₃absorption amount of the NH₃ absorbed (stuck) in the SCR catalyst 47,when a passive DeNO_(x) control is performed. A graph G12 shows a targetair-fuel ratio to be set based on an NH₃ absorption amount of the NH₃absorbed (stuck) in the SCR catalyst 47, when an active DeNO_(x) controlis performed.

When a target air-fuel ratio is set on a richer side in the range R21,the amount of HC and/or H₂O, that is, the total amount of the “H”components, supplied to the NO_(x) catalyst 45 is increased, whichresults in increase of the NH₃ generation amount of the NH₃ generatedfrom the NO_(x) catalyst 45.

In the graphs G11 and G12, when the NH₃ absorption amount of the SCRcatalyst 47 is relatively small, the target air-fuel ratio is set in avicinity of the limit air-fuel ratio λ2, in order to increase the totalamount of the “H” components in the exhaust gas and thus increase theNH₃ generation amount of the NH₃ generated from the SCR catalyst 47.

On the other hand, in the graphs G11 and G12, when the NH₃ absorptionamount of the SCR catalyst 47 is relatively large, the target air-fuelratio is set at a ratio relatively closer to the stoichiometric air-fuelratio λ1, dependently on the NH₃ absorption amount in the SCR catalyst47. Thereby, it can be inhibited that the NH₃ generated from the NO_(x)catalyst 45 by the DeNO_(x) control is not fully absorbed by the SCRcatalyst 47 to be discharged.

<Specific Example of Setting of Active DeNO_(x) Control Performing Flag>

Next, a specific example of setting an active DeNO_(x) controlperforming flag is explained. A flow of setting an active DeNO_(x)control performing flag is repeatedly performed in a predetermined cycleby the PCM 60 or the like, in parallel to the above flow of the fuelinjection control or the like.

First, the PCM obtains various information of the vehicle. Specifically,the PCM 60 obtains at least a temperature of the NO_(x) catalyst 45, atemperature of the SCR catalyst 47, and an NO_(x) occlusion amount ofthe NO_(x) catalyst 45. In this case, the temperature of the NO_(x)catalyst 45 is estimated based on the temperature detected by thetemperature sensor 112 located on the side just upstream of the NO_(x)catalyst 45. The temperature of the SCR catalyst 47 is estimated basedon the temperature detected by the temperature sensor 117 located on theside just upstream of the SCR catalyst 47. In addition, an amount ofNO_(x) in the exhaust gas is estimated based on the driving state of theengine E, the flow amount of the exhaust gas, the temperature of theexhaust gas and the like, and then the NO_(x) occlusion amount isestimated by adding up the amount of NO_(x) in the exhaust gas.

Subsequently, the PCM 60 judges whether the obtained SCR temperature issmaller than the SCR judgment temperature (for example, 300° C.). Whenthe judgment result is NO_(x) the PCM 60 judges whether the flow amountof the exhaust gas is smaller than a predetermined value.

When the SCR temperature is smaller than the SCR judgment temperature,or when the SCR temperature is not smaller than the SCR judgmenttemperature and the flow amount of the exhaust gas is not smaller than apredetermined value, the PCM 60 judges whether a predetermined timeperiod has passed after a start of the engine E. When the judgmentresult is YES, the PCM 60 sets “1” as the active DeNO_(x) controlperforming flag, in order to allow a performance of the active DeNO_(x)control. When the predetermined time period has not passed after thestart of the engine E, the PCM 60 judges whether the NO_(x) occlusionamount is not smaller than a first threshold (for example, 4 g). Whenthe NO_(x) occlusion amount is equal to or larger than the firstthreshold, the PCM 60 sets “1” as the active DeNO_(x) control performingflag, in order to allow a performance of the active DeNO_(x) control.Then, the process is completed.

When the SCR temperature is not smaller than the SCR judgmenttemperature and the flow amount of the exhaust gas is smaller than thepredetermined value (in this case, the DeNO_(x) control is performedmainly only by the SCR catalyst 47), or when the SCR temperature issmaller than the SCR judgment temperature and the predetermined timeperiod has not passed after the start of the engine E and the NO_(x)occlusion amount is smaller than the first threshold (in this case, itis judged that the DeNO_(x) control of the NO_(x) catalyst 45 is stillunnecessary), the PCM 60 sets “0” as the active DeNO_(x) controlperforming flag, in order to forbid a performance of the active DeNO_(x)control. Then, the process is completed.

<Specific Example of Setting of Passive DeNO_(x) Control PerformingFlag>

Next, a specific example of setting a passive DeNO_(x) controlperforming flag is explained. A flow of setting a passive DeNO_(x)control performing flag is also repeatedly performed in a predeterminedcycle by the PCM 60 or the like, in parallel to the above flow of thefuel injection control, the above flow of setting the active DeNO_(x)control performing flag, or the like.

First, the PCM obtains various information of the vehicle. Specifically,the PCM 60 obtains at least a temperature of the NO_(x) catalyst 45, atemperature of the SCR catalyst 47, a target torque determined by theabove flow of the fuel injection control, a post injection amount forDeNO_(x) calculated by the above calculation flow of the post injectionamount for DeNO_(x) (specifically, a post injection amount for DeNO_(x)calculated to be applied in a passive DeNO_(x) control), and an NO_(x)occlusion amount of the NO_(x) catalyst 45. The way how to obtain(determine) the temperature of the NO_(x) catalyst 45, the temperatureof the SCR catalyst 47 and the NO_(x) occlusion amount is the same asdescribed for the active DeNO_(x) control.

Subsequently, the PCM 60 judges whether the obtained SCR temperature issmaller than the SCR judgment temperature (for example, 300° C.). Whenthe judgment result is NO_(x) the PCM 60 judges whether the flow amountof the exhaust gas is smaller than a predetermined value.

When the SCR temperature is smaller than the SCR judgment temperature,or when the SCR temperature is not smaller than the SCR judgmenttemperature and the flow amount of the exhaust gas is not smaller than apredetermined value, the PCM 60 judges whether the NO_(x) occlusionamount is not smaller than a second threshold (for example, 2 g). Whenthe NO_(x) occlusion amount is equal to or larger than the secondthreshold, the PCM 60 sets “1” as the passive DeNO_(x) controlperforming flag, in order to allow a performance of the passive DeNO_(x)control. Then, the process is completed.

When the SCR temperature is not smaller than the SCR judgmenttemperature and the flow amount of the exhaust gas is smaller than thepredetermined value (in this case, the DeNO_(x) control is performedmainly only by the SCR catalyst 47), or when the SCR temperature issmaller than the SCR judgment temperature and the NO_(x) occlusionamount is smaller than the second threshold (in this case, it is judgedthat the DeNO_(x) control of the NO_(x) catalyst 45 is stillunnecessary), the PCM 60 sets “0” as the passive DeNO_(x) controlperforming flag, in order to forbid a performance of the passiveDeNO_(x) control. Then, the process is completed.

<Active DeNO_(x) Control According to the Present Embodiment>

Next, with reference to FIG. 6A, explained is an active DeNO_(x) controlaccording to the present embodiment, which is performed based on theactive DeNO_(x) control performing flag that has been set as describedabove. FIG. 6A is a flowchart showing an active DeNO_(x) controlaccording to the present embodiment (active DeNO_(x) control flow). Thisactive DeNO_(x) control flow is repeatedly performed in a predeterminedcycle by the PCM 60 or the like, in parallel to the above flow of thefuel injection control, the above flow of setting the active DeNO_(x)control performing flag, or the like.

First, at a step S401, the PCM obtains various information of thevehicle. Specifically, the PCM 60 obtains at least a load of the engine,a rotation speed of the engine, a temperature of the NO_(x) catalyst 45,a post injection amount for DeNO_(x) calculated by the above calculationflow of the post injection amount for DeNO_(x) (specifically, a postinjection amount for DeNO_(x) calculated to be applied in an activeDeNO_(x) control), and a value of the active DeNO_(x) control performingflag set by the above flow of setting the active DeNO_(x) controlperforming flag.

Subsequently, at a step S402, the PCM 60 judges whether the activeDeNO_(x) control performing flag obtained at the step S401 is “1” ornot. That is, the PCM 60 judges whether the active DeNO_(x) controlshould be performed or not. When the active DeNO_(x) control performingflag is “1” (a step S402: Yes), the process proceeds to a step S403. Onthe other hand, when the active DeNO_(x) control performing flag is “0”(a step S402: No), the process proceeds to FIG. 6B.

At the step S403, the PCM 60 judges whether the driving state of theengine (the load of the engine and the rotation speed of the engine) isincluded in the active DeNO_(x) performing area R12 (see FIG. 3) or not.As a judgment result of the step S403, when the driving state of theengine is included in the active DeNO_(x) performing area R12 (a stepS403: Yes), the process proceeds to a step S405. On the other hand, whenthe driving state of the engine is not included in the active DeNO_(x)performing area R12 (a step S403: No), the process proceeds to a stepS404.

Subsequently, at the step S405, the PCM 60 sets a post injection timing(post injection time) to be applied in the active DeNO_(x) control.

In the present embodiment, when the active DeNO_(x) control isperformed, the air-fuel ratio of the exhaust gas is set (adjusted) tothe target air-fuel ratio by burning the post-injected fuel in thecylinder. In order to burn such post-injected fuel in the cylinder, itis sufficient to perform a post injection at a timing on a relativelyadvanced-angle side within the expansion stroke. However, if the postinjection timing is at a too much advanced angle, ignition happens in astate wherein the air and the fuel are not suitably mixed to each other,which generates the smoke. Thus, in the present embodiment, the postinjection timing is set on a suitably advanced-angle side. Specifically,a suitable timing within a first half of the expansion stroke is adoptedas a post injection timing for the active DeNO_(x) control. In addition,a suitable amount of the EGR gas is introduced during the activeDeNO_(x) control. For these reasons, the ignition of the post-injectedfuel is lagged, which can inhibit generation of the smoke or the like.

With reference to FIG. 6A again, at the step S404, the PCM 60 performs anormal fuel injection control not including a post injection, withoutperforming an active DeNO_(x) control, that is, without performing afuel injection control including a post injection in order to set(adjust) the air-fuel ratio of the exhaust gas to the target air-fuelratio (step S404). Basically, the PCM 60 performs only a main injectioncontrol wherein an amount of fuel dependent on the target torque is maininjected. In fact, the PCM 60 performs the process of the step S404during the above flow of the fuel injection control. Then, the processgoes back to the step S403 to make the above judgment of the step S403again. That is, in a case wherein the active DeNO_(x) control performingflag is “1”, while the driving state of the engine is not included inthe active DeNO_(x) performing area R12, the PCM 60 performs the normalfuel injection control, and when the driving state of the engine goesinto the active DeNO_(x) performing area R12, the PCM 60 switches thenormal fuel injection control into the fuel injection control of theactive DeNO_(x) control. For example, when the driving state of theengine goes out of the active DeNO_(x) performing area R12 during thefuel injection control of the active DeNO_(x) control, the PCM 60 stopsthe current fuel injection control and performs the normal fuelinjection control. Subsequently, when the driving state of the enginegoes into the active DeNO_(x) performing area R12, the fuel injectioncontrol of the active DeNO_(x) control is resumed.

Subsequently, at a step S406, the PCM 60 judges whether the postinjection amount for DeNO_(x) control obtained at the step S401 issmaller than a predetermined judgment value for post injection amount.

As a judgment result of the step S406, when the post injection amountfor DeNO_(x) control is smaller than the predetermined judgment valuefor post injection amount (step S406: Yes), the process proceeds to astep S407. At the step S407, the PCM 60 controls the fuel injectionvalve 20 in order to perform a post injection of the post injectionamount for DeNO_(x) obtained by the step S401. In fact, the PCM 60performs the process of the step S407 during the above flow of the fuelinjection control. Then, the process proceeds to a step S410.

On the other hand, when the post injection amount for DeNO_(x) is notsmaller than the judgment value for post injection amount (step S406:Yes), the process proceeds to a step S408. At the step S408, the PCM 60performs a control of lowering oxygen density in the air introduced tothe engine E, in order to set (adjust) the air-fuel ratio of the exhaustgas to the target air-fuel ratio by a post injection amount not beyondthe judgment value for post injection amount (specifically, the judgmentvalue for post injection amount itself is used as the post injectionamount for DeNO_(x)). In this case, the PCM 60 performs at least one of:a control of driving the intake shutter valve 7 in a valve-closingdirection (this is shown in FIG. 6); a control of increasing the amountof the EGR gas; and a control of lowering the supercharging pressure ofthe turbocharger 5; so that the oxygen density in the air introduced tothe engine E is lowered, that is, a filing amount thereof is lowered.For example, the PCM 60 determines a supercharging pressure required toadjust the air-fuel ratio of the exhaust gas to the target air-fuelratio by the post injection amount for DeNO_(x) to which the judgmentvalue for post injection amount has been applied, and controls theintake shutter valve 7 to a desired open degree in the valve-closingdirection based on the actual supercharging pressure (the pressuredetected by the pressure sensor 108) and the amount of the EGR gas, inorder to achieve the required supercharging pressure. Then, the processproceeds to a step S409.

In addition, the intake shutter valve 7 is set to be fully open during anormal driving state of the engine E. On the other hand, during aDeNO_(x) control, a DPF regeneration, an idle driving state, and thelike, the intake shutter valve 7 is basically set to be at a base opendegree that has been predetermined. During a driving state wherein noEGR gas is introduced, the intake shutter valve 7 is feedback controlledbased on the supercharging pressure.

At the step S409, the PCM 60 applies the judgment value of postinjection amount to the post injection amount for DeNO_(x), that is,sets the post injection amount for DeNO_(x) using the judgment value ofpost injection amount, and controls the fuel injection valve 20 in orderto perform a post injection according to the currently set postinjection amount for DeNO_(x). In fact, the PCM 60 performs the processof the step S409 during the above flow of the fuel injection control.Then, the process proceeds to a step S410.

When the active DeNO_(x) control is performed, the NO_(x) catalyst 45generates the NH₃ when reducing the NO_(x) occluded therein as describedabove, and discharges the generated NH₃.

At the step S410, the PCM 60 judges whether the amount of the NO_(x)that has been occluded in the NO_(x) catalyst 45 is lowered to almostzero. When the NO_(x) occlusion amount of the NO_(x) catalyst 45 islowered to almost zero (step S410: Yes), the process is finished. Inthis case, the PCM 60 finishes the active DeNO_(x) control.

On the other hand, when the NO_(x) occlusion amount of the NO_(x)catalyst 45 is not lowered to almost zero (step S410: Yes), the processgoes back to the step S403. In this case, the PCM 60 continues theactive DeNO_(x) control. That is, the PCM 60 continues the activeDeNO_(x) control until the amount of the NO_(x) that has been occludedin the NO_(x) catalyst 45 is lowered to almost zero. In particular, evenwhen the conditions for performing the active DeNO_(x) control becomeunfulfilled and the active DeNO_(x) control is stopped, thereafter ifthe conditions for performing the active DeNO_(x) control are fulfilledagain, the DeNO_(x) control is resumed so that the NO_(x) occlusionamount of the NO_(x) catalyst 45 is lowered to almost zero.

<Passive DeNO_(x) Control According to the Present Embodiment>

Next, with reference to FIG. 6B, explained is a passive DeNO_(x) controlaccording to the present embodiment, which is performed based on thepassive DeNO_(x) control performing flag that has been set as describedabove. FIG. 6B is a flowchart showing a passive DeNO_(x) controlaccording to the present embodiment (passive DeNO_(x) control flow).This passive DeNO_(x) control flow is repeatedly performed in apredetermined cycle by the PCM 60 or the like, in parallel to the aboveflow of the fuel injection control, the above flow of setting thepassive DeNO_(x) control performing flag, or the like.

First, at a step S501, the PCM obtains various information of thevehicle. Specifically, the PCM 60 obtains at least a post injectionamount for DeNO_(x) calculated by the above calculation flow of the postinjection amount for DeNO_(x) (specifically, a post injection amount forDeNO_(x) calculated to be applied in an passive DeNO_(x) control), and avalue of the passive DeNO_(x) control performing flag set by the aboveflow of setting the passive DeNO_(x) control performing flag.

Subsequently, at a step S502, the PCM 60 judges whether the passiveDeNO_(x) control performing flag obtained at the step S501 is “1” ornot. That is, the PCM 60 judges whether the passive DeNO_(x) controlshould be performed or not. When the passive DeNO_(x) control performingflag is “1” (a step S502: Yes), the process proceeds to a step S503. Onthe other hand, when the passive DeNO_(x) control performing flag is “0”(a step S502: No), the passive DeNO_(x) control is not performed and theprocess is finished.

At the step S503, the PCM 60 controls the fuel injection valve 20 inorder to perform a post injection of the post injection amount forDeNO_(x) obtained by the step S501. That is, the passive DeNO_(x)control is performed. In fact, the PCM 60 performs the process of thestep S503 during the above flow of the fuel injection control. Then, theprocess proceeds to a step S502.

When the passive DeNO_(x) control is performed, the NO_(x) catalyst 45generates the NH₃ when reducing the NO_(x) occluded therein as describedabove, and discharges the generated NH₃.

At the step S504, the PCM 60 judges whether the passive DeNO_(x) controlperforming flag has changed to “0” or not. As a result, if the passiveDeNO_(x) control performing flag has changed to “0” (step S504: Yes),the process is finished. In this case, the PCM 60 finishes the passiveDeNO_(x) control. On the other hand, if the passive DeNO_(x) controlperforming flag has not changed to “0” (step S504: No), that is, if thepassive DeNO_(x) control performing flag is still maintained “1”, theprocess goes back to the step S503. In this case, the PCM 60 continuesthe passive DeNO_(x) control. That is, the PCM 60 continues the passiveDeNO_(x) control until the passive DeNO_(x) control performing flag isswitched from “1” to “0”.

<Injection Control of Urea Injector>

Next, an injection control of the urea injector 51 according to thepresent embodiment is explained. The injection control is performed whenthe purification (reduction) of NO_(x) by the SCR catalyst 47 isperformed.

Specifically, the engine system 200 of the present embodiment isconfigured to perform the purification of NO_(x), (1) mainly only by theSCR catalyst 47, when a flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f is smaller than apredetermined threshold and when a temperature of the SCR catalyst 47detected by the SCR-catalyst-temperature detecting sensor 47 t issmaller than a predetermined threshold (for example, 300° C.); and (2)both by the NO_(x) catalyst 45 and by the SCR catalyst 47, when a flowamount of the exhaust gas detected by the exhaust-gas flow amountdetector sensor 45 f is equal to or larger than the predeterminedthreshold.

When the purification of NO_(x) is performed mainly only by the SCRcatalyst 47, the injection control of the urea injector 51 is performeddependently on a difference between the current NH₃ absorption amount ofthe SCR catalyst 47 and a target NH₃ absorption amount.

When both the purification of NO_(x) by the NO_(x) catalyst 45 and thepurification of NO_(x) by the SCR catalyst 47 are performed, based onthe flow shown in FIG. 7, a supply amount of the NH₃ from the NO_(x)catalyst 45 to the SCR catalyst 47 is estimated, and a supply amount ofthe urea from the urea injector 51 is reduced and adjusted based on theestimation result. That is, on reflection of characteristics shown inFIGS. 8 to 12 and described below, using the temperature of the NO_(x)catalyst 45, the flow amount of the exhaust gas, the air-fuel ratio ofthe exhaust gas (for example, A/F), a degree of thermal deterioration ofthe NO_(x) catalyst, and the like, as an input value(s), a suitablesupply amount of the NH₃ from the NO_(x) catalyst 45 to the SCR catalyst47 is calculated, and thus a suitable reduction amount of the supplyamount of the urea is calculated.

Herein, as shown in FIG. 7, it is preferable that the DCU 70 has a firstreduction amount determiner 71 configured to determine a reductionamount corresponding to a purification process of NO_(x) that has beenoccluded in the NO_(x) catalyst, and a second reduction amountdeterminer 72 configured to determine a reduction amount correspondingto a purification process of Raw NO_(x). In this case, a reductionamount corresponding to the purification process of NO_(x) that has beenoccluded in the NO_(x) catalyst 45 and a reduction amount correspondingto the purification process of Raw NO_(x) can be taken intoconsideration independently of each other.

The DCU 70 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47, based on the sumof the reduction amount determined by the first reduction amountdeterminer 71 and the reduction amount determined by the secondreduction amount determiner 72.

For example, when both the SCR catalyst and the NO_(x) catalyst areused, the injection amount of the urea injection valve is adjustedsequentially in conjunction with a DeNO_(x) control of the NO_(x)catalyst. When only the NO_(x) catalyst is mainly used for thepurification of NO_(x), the injection amount of the urea injection valveis adjusted when the urea injection is started in an NO_(x) purificationrange by the SCR catalyst. For example, when an amount of the NH₃ equalto or larger than the target NH₃ absorption amount is absorbed in (stuckto) the SCR catalyst due to the NH₃ introduction by the DeNO_(x)control, the urea injection is limited until the amount of the NH₃becomes smaller than the target NH₃ absorption amount. In addition, whenthe amount of the NH₃ is smaller than the target NH₃ absorption amount,the urea injection amount is adjusted so that it is reduced by theamount of the NH₃ introduced by the DeNO_(x) control.

<(1) Control Considering Temperature of NO_(x) Catalyst>

The DCU 70 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47 by the ureainjector 51, in a state wherein the air-fuel ratio of the exhaust gasflowing into the NO_(x) catalyst 45 is rich and the NO_(x) occluded inthe NO_(x) catalyst 45 is reduced to N₂. Specifically, a reductionamount of the supply amount of the urea determined by the DCU 70 is setsmaller when the temperature of the NO_(x) catalyst 45 detected by theNO_(x)-catalyst-temperature detecting sensor 45 t is higher.

In the present embodiment, the reduction amount of the supply amount ofthe urea determined by the DCU 70 is set to vary less greatly as thetemperature of the NO_(x) catalyst 45 detected by theNO_(x)-catalyst-temperature detecting sensor 45 t varies, when the flowamount of the exhaust gas detected by the exhaust-gas flow amountdetecting sensor 45 f is larger.

In addition, in the present embodiment, the DCU 70 has the firstreduction amount determiner 71 configured to determine a reductionamount corresponding to a purification process of NO_(x) that has beenoccluded in the NO_(x) catalyst 45, and the second reduction amountdeterminer 72 configured to determine a reduction amount correspondingto a purification process of Raw NO_(x).

The reduction amount of the supply amount of the urea determined by thefirst reduction amount determiner 71 is set to vary more greatly,compared with the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72, as thetemperature of the NO_(x) catalyst 45 detected by theNO_(x)-catalyst-temperature detecting sensor 45 t varies.

Each of the reduction amount of the supply amount of the urea determinedby the first reduction amount determiner 71 and the reduction amount ofthe supply amount of the urea determined by the first reduction amountdeterminer 72 is set to vary less greatly as the temperature of theNO_(x) catalyst 45 detected by the NO_(x)-catalyst-temperature detectingsensor 45 t varies, when the flow amount of the exhaust gas detected bythe exhaust-gas flow amount detecting sensor 45 f is larger.

The reduction amount of the supply amount of the urea determined by thefirst reduction amount determiner 71 is set to vary more greatly,compared with the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72, as the flowamount of the exhaust gas detected by the exhaust-gas flow amountdetecting sensor 45 f varies. In the present embodiment, the reductionamount of the supply amount of the urea determined by the secondreduction amount determiner 72 is set substantially constant no matterhow the temperature of the NO_(x) catalyst 45 detected by theNO_(x)-catalyst-temperature detecting sensor 45 t varies.

The DCU 70 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47, based on the sumof the reduction amount of the supply amount of the urea determined bythe first reduction amount determiner 71 and the reduction amount of thesupply amount of the urea determined by the second reduction amountdeterminer 72.

The above way for the DCU 70 to determine the reduction amount of thesupply amount of the urea is based on experimental data shown in FIGS.8A and 8B.

FIG. 8A shows data for an amount of the NH₃ (ammonia) generated in thepurification process of the NO_(x) that has been occluded in the NO_(x)catalyst 45, when λ=0.94. There is tendency wherein, when thetemperature of the NO_(x) catalyst 45 is higher, the amount of thegenerated NH₃ is smaller. The inventors consider that the reasontherefor is as follows. In the NO_(x) catalyst 45, both a reactiongenerating NH₃ (for example, BaNO₃+CO+H₂→NH₃, NO+CO+H₂→NH₃) (conceptualformula) and a reaction consuming (decomposing) the NH₃ (BaNO3+NH₃→N₂,NO+NH₃→N₂) (conceptual formula) occur, but the former reaction is moredominant than the latter one when the temperature of the NO_(x) catalyst45 is higher.

In addition, when the flow amount of the exhaust gas is increased from20 g/s to 50 g/s, there is tendency wherein the amount of the generatedNH₃ reduces less greatly (the gradient is smaller) as the temperature ofthe NO_(x) catalyst 45 is raised.

In the first reduction amount determiner 71, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 8A are reflected, and thus (the air-fuel ratio and) the temperatureof the NO_(x) catalyst 45 detected by the NO_(x)-catalyst-temperaturedetecting sensor 45 t and the flow amount of the exhaust gas detected bythe exhaust-gas flow amount detecting sensor 45 f are input parameterswhile the reduction amount of the supply amount of the urea is an outputparameter. This matches the contents described in the above paragraphs0134 to 0137.

FIG. 8B shows data for an amount of the NH₃ (ammonia) generated in thepurification process of the Raw NO_(x) discharged from the engine, whenλ=0.94. There is tendency wherein, when the temperature of the NO_(x)catalyst 45 is higher, the amount of the generated NH₃ is reduced onlyslightly (it is difficult to visually recognize the reduction from thegraph). The inventors consider that the reason therefor is as follows.Since the Raw NO_(x) flows as the exhaust gas, differently from theNO_(x) that has been occluded in the NO_(x) catalyst 45 (which may causea reaction consuming the NH₃ just after a reaction generating the NH₃),a reaction consuming the NH₃ is not likely to occur, even when thetemperature of the catalyst 45 is higher.

In addition, even when the flow amount of the exhaust gas is increasedfrom 20 g/s to 50 g/s, the amount of the generated NH₃ hardly changes(it is difficult to visually recognize the change from the graph).

In the second reduction amount determiner 72, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 8B are reflected, and thus (the air-fuel ratio and) the temperatureof the NO_(x) catalyst 45 detected by the NO_(x)-catalyst-temperaturedetecting sensor 45 t and the flow amount of the exhaust gas detected bythe exhaust-gas flow amount detecting sensor 45 f are input parameterswhile the reduction amount of the supply amount of the urea is an outputparameter which is substantially constant. This matches the contentsdescribed in the above paragraphs 0134 to 0137.

<(2) Control Mainly Considering Flow Amount of Exhaust Gas>

The DCU 70 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47 by the ureainjector 51, by mainly considering the flow amount of the exhaust gas,as an alternative to the above <(1) Control Considering Temperature ofNO_(x) catalyst>. Specifically, a reduction amount of the supply amountof the urea determined by the DCU 70 is set larger when the flow amountof the exhaust gas detected by the exhaust-gas flow amount detectingsensor 45 f is larger.

In addition, when the flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f is in a range equal to orlarger than a predetermined first threshold (for example, 25 g/s), thereduction amount of the supply amount of the urea determined by the DCU70 is set to vary less greatly, compared with in a range smaller thanthe first threshold, as the flow amount of the exhaust gas detected bythe exhaust-gas flow amount detecting sensor 45 f varies.

In addition, as described above, the DCU 70 in the present embodimenthas the first reduction amount determiner 71 configured to determine areduction amount corresponding to a purification process of NO_(x) thathas been occluded in the NO_(x) catalyst 45, and the second reductionamount determiner 72 configured to determine a reduction amountcorresponding to a purification process of Raw NO_(x).

In addition, when the flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f is in a range smaller thana predetermined second threshold (for example, 25 g/s), the reductionamount of the supply amount of the urea determined by the secondreduction amount determiner 72 is set to vary more greatly, comparedwith the reduction amount of the supply amount of the urea determined bythe first reduction amount determiner 71, as the flow amount of theexhaust gas detected by the exhaust-gas flow amount detecting sensor 45f varies.

To the contrary, when the flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f is in a range equal to orlarger than the predetermined second threshold, the reduction amount ofthe supply amount of the urea determined by the second reduction amountdeterminer 72 is set to vary less greatly, compared with the reductionamount of the supply amount of the urea determined by the firstreduction amount determiner 71, as the flow amount of the exhaust gasdetected by the exhaust-gas flow amount detecting sensor 45 f varies.

In the present embodiment, when the flow amount of the exhaust gasdetected by the exhaust-gas flow amount detecting sensor 45 f is in therange equal to or larger than the predetermined second threshold, thereduction amount of the supply amount of the urea determined by thesecond reduction amount determiner 72 is set substantially constant nomatter how the flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f varies.

In addition, in the present embodiment, when the flow amount of theexhaust gas detected by the exhaust-gas flow amount detecting sensor 45f is in the range smaller than the predetermined second threshold, thereduction amount of the supply amount of the urea determined by thesecond reduction amount determiner 72 is set to vary more greatly as theflow amount of the exhaust gas detected by the exhaust-gas flow amountdetecting sensor 45 f varies, when the temperature of the NO_(x)catalyst 45 detected by the NO_(x)-catalyst-temperature detecting sensor45 t is higher.

The DCU 70 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47, based on the sumof the reduction amount of the supply amount of the urea determined bythe first reduction amount determiner 71 and the reduction amount of thesupply amount of the urea determined by the second reduction amountdeterminer 72.

The above way for the DCU 70 to determine the reduction amount of thesupply amount of the urea is based on experimental data shown in FIGS.9A and 9B.

FIG. 9A shows data for an amount of the NH₃ (ammonia) generated in thepurification process of the NO_(x) that has been occluded in the NO_(x)catalyst 45, against variation of the flow amount of the exhaust gas,when λ=0.96 and the temperature of the NO_(x) catalyst 45 is 300 to 350°C. There is tendency wherein, when the flow amount of the exhaust gas islarger, the amount of the generated NH₃ is smaller. The inventorsconsider that the reason therefor is as follows. When the flow amount ofthe exhaust gas is larger, a supply amount of components serving as areducing agent (“H” of “HC”, or “H” of “H₂O”) is also larger.

In addition, there is also tendency wherein, when the temperature of theNO_(x) catalyst 45 is higher, the amount of the generated NH₃ issmaller. As described in the above <(1) Control Considering Temperatureof NO_(x) catalyst>, the inventors consider that the reason therefor isas follows. In the NO_(x) catalyst 45, both a reaction generating NH₃(for example, BaNO₃+CO+H₂→NH₃, NO+CO+H₂→NH₃) and a reaction consuming(decomposing) the NH₃ (BaNO₃+NH₃→N₂, NO+NH₃→N₂) occur, but the formerreaction is more dominant than the latter one when the temperature ofthe NO_(x) catalyst 45 is higher.

In addition, when the flow amount of the exhaust gas is increased from20 g/s to 50 g/s, there is tendency wherein the amount of the generatedNH₃ reduces less greatly (the gradient is smaller) as the flow amount ofthe exhaust gas is increased. In particular, when the flow amount of theexhaust gas is in the range equal to or larger than the predeterminedfirst threshold (for example, 25 g/s), the amount of the generated NH₃is increased less greatly, compared with in the range smaller than thefirst threshold, as the flow amount of the exhaust gas is increased. Theinventors consider that the reason therefor is as follows. When the flowamount of the exhaust gas is in the range equal to or larger than thepredetermined first threshold, diffusion of the exhaust gas has aneffect on inhibition of the reaction generating the NH₃.

In the first reduction amount determiner 71, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 9A are reflected, and thus (the air-fuel ratio and) the temperatureof the NO_(x) catalyst 45 detected by the NO_(x)-catalyst-temperaturedetecting sensor 45 t and the flow amount of the exhaust gas detected bythe exhaust-gas flow amount detecting sensor 45 f are input parameterswhile the reduction amount of the supply amount of the urea is an outputparameter. This matches the contents described in the above paragraphs0148 to 0154.

FIG. 9B shows data for an amount of the NH₃ (ammonia) generated in thepurification process of the Raw NO_(x) discharged from the engine,against variation of the flow amount of the exhaust gas, when λ=0.96 andthe temperature of the NO_(x) catalyst 45 is 300 to 350° C. When theflow amount of the exhaust gas is in the range smaller than thepredetermined second threshold (for example, 25 g/s), the amount of thegenerated NH₃ in the purification process of the Raw NO_(x) varies moregreatly against the variation of the flow amount of the exhaust gas,compared with the variation of the amount of the generated NH₃ in thepurification process of the occluded NO_(x) against the variation of theflow amount of the exhaust gas (see FIG. 9A). Furthermore, in the samerange, there is tendency wherein, gradient of the variation of theamount of the generated NH₃ in the purification process of the RawNO_(x) against the variation of the flow amount of the exhaust gas isgreater, when the temperature of the NO_(x) catalyst 45 is higher.

To the contrary, when the flow amount of the exhaust gas is in the rangeequal to or larger than the predetermined second threshold, the amountof the generated NH₃ in the purification process of the Raw NO_(x)varies less greatly (substantially keeps constant) against the variationof the flow amount of the exhaust gas, compared with the variation ofthe amount of the generated NH₃ in the purification process of theoccluded NO_(x) against the variation of the flow amount of the exhaustgas (see FIG. 9A).

In the second reduction amount determiner 72, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 9B are reflected, and thus (the air-fuel ratio and) the temperatureof the NO_(x) catalyst 45 detected by the NO_(x)-catalyst-temperaturedetecting sensor 45 t and the flow amount of the exhaust gas detected bythe exhaust-gas flow amount detecting sensor 45 f are input parameterswhile the reduction amount of the supply amount of the urea is an outputparameter. This matches the contents described in the above paragraphs0148 to 0154.

<(3) Control Considering Amount of Reducing Agent>

The PCM 60 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47 by the ureainjector 51, by considering the amount of the reducing agent (HC, CO),in addition to the above <(1) Control Considering Temperature of NO_(x)catalyst> or the above <(2) Control Mainly Considering Flow Amount ofExhaust Gas>, or as an alternative to any of them. Specifically, anamount of the reducing agent can be obtained (known) from the targetair-fuel ratio set by the PCM 60. A reduction amount of the supplyamount of the urea determined by the DCU 70 is set larger when thetarget air-fuel ratio set by the PCM 60 is smaller and thus when theamount of the reducing agent is judged to be larger (in the presentembodiment, the PCM 60 serves as a reducing agent amount detector).

In addition, as described above, the PCM 60 in the present embodimenthas the first reduction amount determiner 71 configured to determine areduction amount corresponding to a purification process of NO_(x) thathas been occluded in the NO_(x) catalyst 45, and the second reductionamount determiner 72 configured to determine a reduction amountcorresponding to a purification process of Raw NO_(x).

The reduction amount of the supply amount of the urea determined by thefirst reduction amount determiner 71 is set to vary more greatly,compared with the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72, as the amountof the reducing agent estimated by the PCM 60 (reducing agent amountdetector) varies.

In addition, the reduction amount of the supply amount of the ureadetermined by the first reduction amount determiner 71 is set largerwhen the flow amount of the exhaust gas detected by the exhaust-gas flowamount detecting sensor 45 f is larger.

In addition, when the estimated amount of the reducing agent is in arange equal to or larger than a predetermined threshold (for example, athreshold corresponding to an air-fuel ratio of 0.97), the reductionamount of the supply amount of the urea determined by the secondreduction amount determiner 72 is set to vary less greatly, comparedwith in a range smaller than the threshold, as the estimated amount ofthe reducing agent varies.

In the present embodiment, when the estimated amount of the reducingagent is in the range equal to or larger than the predeterminedthreshold (for example, a threshold corresponding to an air-fuel ratioof 0.97), the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72 is setsubstantially constant no matter how the amount of the reducing agentestimated by the PCM 60 (reducing agent amount detector) varies.

In addition, in the present embodiment, the reduction amount of thesupply amount of the urea determined by the first reduction amountdeterminer 71 is set to vary at a substantially constant gradient as theamount of the reducing agent estimated by the PCM 60 (reducing agentamount detector) varies.

In addition, in the present embodiment, the reduction amount of thesupply amount of the urea determined by the second reduction amountdeterminer 72 is set to vary more greatly in the range smaller than theabove threshold, compared with in the range equal to or larger than theabove threshold, as the flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f varies.

The PCM 60 is configured to reduce and adjust the supply amount of theurea to the SCR catalyst 47, based on the sum of the reduction amount ofthe supply amount of the urea determined by the first reduction amountdeterminer 71 and the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72.

The above way for the DCU 70 to determine the reduction amount of thesupply amount of the urea is based on experimental data shown in FIGS.10A and 10B.

FIG. 10A shows data for an amount of the NH₃ (ammonia) generated in thepurification process of the NO_(x) that has been occluded in the NO_(x)catalyst 45, against variation of the target air-fuel ratio, when thetemperature of the NO_(x) catalyst 45 is 250° C. and the flow amount ofthe exhaust gas is 30 g/s to 50 g/s. There is tendency wherein theamount of the generated NH₃ is increased substantially in inverseproportion to the amount of the reducing agent corresponding to thetarget air-fuel ratio (substantially in proportion to reduction of thetarget air-fuel ratio). There is also tendency wherein the amount of thegenerated NH₃ is larger when the flow amount of the exhaust gas islarger. (The reason for the latter tendency is explained in the above<(2) Control Mainly Considering Flow Amount of Exhaust Gas>).

In the first reduction amount determiner 71, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 10A are reflected, and thus (the temperature of the NO_(x) catalyst45 detected by the NO_(x)-catalyst-temperature detecting sensor 45 tand) the target air-fuel ratio and the flow amount of the exhaust gasdetected by the exhaust-gas flow amount detecting sensor 45 f are inputparameters while the reduction amount of the supply amount of the ureais an output parameter. This matches the contents described in the aboveparagraphs 0166 to 0172.

FIG. 10B shows data for an amount of the NH₃ (ammonia) generated in thepurification process of the Raw NO_(x) discharged from the engine,against the variation of the target air-fuel ratio, when the temperatureof the NO_(x) catalyst 45 is 250° C. and the flow amount of the exhaustgas is 30 g/s to 50 g/s. The amount of the generated NH₃ in thepurification process of the Raw NO_(x) varies less greatly against thevariation of the amount of the reducing agent (the variation of thetarget air-fuel ratio), compared with the variation of the amount of thegenerated NH₃ in the purification process of the occluded NO_(x) againstthe variation of the amount of the reducing agent (see FIG. 10A).

In addition, when the estimated amount of the reducing agent is in therange equal to or larger than the predetermined threshold (for example,a threshold corresponding to an air-fuel ratio of 0.97), the amount ofthe generated NH₃ varies less greatly (substantially keeps constant),compared with in the range smaller than the threshold, as the estimatedamount of the reducing agent varies.

In addition, when the estimated amount of the reducing agent is in therange smaller than the threshold, the amount of the generated NH₃ variesmore greatly, compared with in the range equal to or larger than thethreshold, as the flow amount of the exhaust gas detected by theexhaust-gas flow amount detecting sensor 45 f varies.

In the second reduction amount determiner 72, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 10B are reflected, and thus (the temperature of the NO_(x) catalyst45 detected by the NO_(x)-catalyst-temperature detecting sensor 45 tand) the target air-fuel ratio and the flow amount of the exhaust gasdetected by the exhaust-gas flow amount detecting sensor 45 f are inputparameters while the reduction amount of the supply amount of the ureais an output parameter. This matches the contents described in the aboveparagraphs 0166 to 0172.

<(4) Control Considering Thermal Deterioration of NO_(x) Catalyst>

The DCU 70 of the present embodiment is configured to reduce and adjustthe supply amount of the urea to the SCR catalyst 47 by the ureainjector 51, by considering thermal deterioration of the NO_(x) catalyst45, in addition to (in combination with) the above <(1) ControlConsidering Temperature of NO_(x) catalyst> or the above <(2) ControlMainly Considering Flow Amount of Exhaust Gas> or the above <(3) ControlConsidering Amount of Reducing Agent>, or as an alternative to any ofthem, or in further addition to (in further combination to) the combinedcontrol of the above <(1) Control Considering Temperature of NO_(x)catalyst> or the above <(2) Control Mainly Considering Flow Amount ofExhaust Gas> with the above <(3) Control Considering Amount of ReducingAgent>. Specifically, a reduction amount of the supply amount of theurea determined by the DCU 70 is set larger when the degree of thethermal deterioration of the NO_(x) catalyst 45 is estimated to belarger by the PCM 60 (in the present embodiment, the PCM 60 serves as anNO_(x)-catalyst thermal deterioration detector).

For example, the degree of the thermal deterioration of the NO_(x)catalyst 45 may be estimated based on a running distance, which is oneof various information of the vehicle. In this case, information of therunning distance and/or information of the degree of the thermaldeterioration ( ), which may be derived as a function of the runningdistance, may be stored in the inside memory of the PCM 60.

Alternatively, the degree of the thermal deterioration of the NO_(x)catalyst 45 may be estimated based on an elapsed time from manufactureof the NO_(x) catalyst 45. For example, information regarding amanufacture point in time of the NO_(x) catalyst 45 may be stored in theinside memory of the PCM 60 or the DCU 70 as one of various informationof the vehicle, and the PCM 60 or the DCU 70 may calculate an elapsedtime till the current point in time at a suitable timing, in order toobtain information of the degree of the thermal deterioration of theNO_(x) catalyst 45.

As described above, the PCM 60 of the present embodiment has the firstreduction amount determiner 71 configured to determine a reductionamount corresponding to a purification process of NO_(x) that has beenoccluded in the NO_(x) catalyst 45, and the second reduction amountdeterminer 72 configured to determine a reduction amount correspondingto a purification process of Raw NO_(x).

The reduction amount of the supply amount of the urea determined by thefirst reduction amount determiner 71 is set to vary more greatly,compared with the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72, as the degreeof the thermal deterioration of the NO_(x) catalyst 45 estimated by thePCM 60 (NO_(x)-catalyst thermal deterioration detector) varies.

Furthermore, the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72 is setsubstantially constant no matter how the degree of the thermaldeterioration of the NO_(x) catalyst 45 estimated by the PCM 60(NO_(x)-catalyst thermal deterioration detector) varies.

In addition, in the present embodiment, the reduction amount of thesupply amount of the urea determined by the first reduction amountdeterminer 71 is set smaller when the temperature of the NO_(x) catalyst45 detected by the NO_(x)-catalyst-temperature detecting sensor 45 t ishigher. (The reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72 is set to keepsubstantially constant even when the temperature of the NO_(x) catalyst45 detected by the NO_(x)-catalyst-temperature detecting sensor 45 tvaries.)

The DCU 70 is configured to reduce and adjust the supply amount of theurea to the SCR catalyst 47, based on the sum of the reduction amount ofthe supply amount of the urea determined by the first reduction amountdeterminer 71 and the reduction amount of the supply amount of the ureadetermined by the second reduction amount determiner 72.

The above way for the DCU 70 to determine the reduction amount of thesupply amount of the urea is based on experimental data shown in FIGS.11A and 11B.

FIG. 11A corresponds to FIG. 8A, and shows data for an amount of the NH₃(ammonia) generated in the purification process of the NO_(x) that hasbeen occluded in the NO_(x) catalyst 45, when λ=0.94 and the flow amountof the exhaust gas is 30 g/s. There is tendency wherein, when thetemperature of the NO_(x) catalyst 45 is higher, the amount of thegenerated NH₃ is smaller. There is also tendency wherein, when thedegree of the thermal deterioration of the NO_(x) catalyst 45 is higher,the amount of the generated NH₃ is larger. The reason for the formertendency is explained in the above <(1) Control Considering Temperatureof NO_(x) catalyst>). The inventors consider that the reason for thelatter tendency is as follows. When the degree of the thermaldeterioration of the NO_(x) catalyst 45 is higher, a reaction-inhibitingeffect appears more dominant against the reaction consuming(decomposing) the NH₃ (see paragraph 0142) in the NO_(x) catalyst 45, sothat the amount of the generated NH₃ is increased.

In the first reduction amount determiner 71, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 11A are reflected, and thus (the air-fuel ratio and the flow amountof the exhaust gas detected by the exhaust-gas flow amount detectingsensor 45 f and) the temperature of the NO_(x) catalyst 45 detected bythe NO_(x)-catalyst-temperature detecting sensor 45 t and theinformation of the degree of the thermal deterioration of the NO_(x)catalyst 45 are input parameters while the reduction amount of thesupply amount of the urea is an output parameter. This matches thecontents described in the above paragraphs 0180 to 0187.

FIG. 11B corresponds to FIG. 8B, and shows data for an amount of the NH₃(ammonia) generated in the purification process of the Raw NO_(x)discharged from the engine, when λ=0.94 and the flow amount of theexhaust gas is 30 g/s. There is tendency wherein, even when thetemperature of the NO_(x) catalyst 45 is higher, the amount of thegenerated NH₃ hardly changes. There is also tendency wherein, even whenthe degree of the thermal deterioration of the NO_(x) catalyst 45 ishigher, the amount of the generated NH₃ hardly changes. The reason forthe former tendency is explained in the above <(1) Control ConsideringTemperature of NO_(x) catalyst>). The inventors consider that the reasonfor the latter tendency is as follows. In the purification process ofthe Raw NO_(x) in the NO_(x) catalyst 45, the reaction consuming the NH₃occurs only a little. Thus, even when the reaction-inhibiting effectagainst the reaction consuming the NH₃ is increased, thereaction-inhibiting effect does not appear dominantly.

In the second reduction amount determiner 72, a correspondence table (orfunction) is prepared in advance in which: characteristics as shown inFIG. 11B are reflected, and thus (the air-fuel ratio and the flow amountof the exhaust gas detected by the exhaust-gas flow amount detectingsensor 45 f and) the temperature of the NO_(x) catalyst 45 detected bythe NO_(x)-catalyst-temperature detecting sensor 45 t and theinformation of the degree of the thermal deterioration of the NO_(x)catalyst 45 are input parameters while the reduction amount of thesupply amount of the urea is an output parameter which is substantiallyconstant. This matches the contents described in the above paragraphs0180 to 0187.

<(5) Control Considering Amount of Oxygen Occluded in NO_(x) Catalyst>

Herein, FIG. 12 shows an example of time chart of DeNO_(x) controlaccording to the present embodiment (performed for 20 seconds, with thetemperature of the NO_(x) catalyst 45 being 220° C. and the flow amountof the exhaust gas being 44 g/s). There are shown measurement values ona side upstream of (prior to) the NO_(x) catalyst 45 and on a sidedownstream of (posterior to) the NO_(x) catalyst 45 for each of: (a) theair-fuel ratio of the exhaust gas (target air-fuel ratio λ=0.96), (b)the temperature of the exhaust gas, (c) the amount of the HC in theexhaust gas (g/s), (d) the amount of the CO in the exhaust gas (g/s) and(e) the amount of the NO_(x) in the exhaust gas (g/s), in order from thetop.

The time chart shown in FIG. 12 is explained. When a starting commandfor the DeNO_(x) control is given at a point in time T=1130, theparameter λ tarts to be gradually decreased toward the target value 0.98or smaller. When the parameter λ is decreased, the amounts of the HC, COand NO_(x) (Raw HC, Raw CO and Raw NO_(x)) are increased. Until theparameter λ is decreased sufficiently, the NO_(x) reduction reaction isnot likely to occur in the NSC. Thus, the Raw NO_(x) as well as theNO_(x) removed away from the NSC are not likely to be reduced, so thatthe amount of the NO_(x) on the side downstream of the NSC is increased.

When the parameter λ is decreased sufficiently (T=1137), the NO_(x)becomes easy to be reduced. Thus, the amount of the NO_(x) on the sidedownstream of the NSC is decreased. Finally, almost all of the NO_(x) isreduced (T=1142). Thereafter, until a finishing command for the DeNO_(x)control is given (T=1155), the parameter λ is controlled 0.98 orsmaller, the NO_(x) that has been occluded in the NSC is removed awayand reduced, the DeNO_(x) control for reducing and purifying theoccluded NO_(x) is continued (the Raw NO_(x) is also purified).

On the other hand, as described above, the DeNO_(x) control generatesNH₃. The graph (f) shows the estimated value of the amount of thegenerated NH₃. When the parameter λ is decreased by the start of theDeNO_(x) control, the amounts of the Raw HC and Raw CO are increased,and the oxygen that has occluded in the NSC (occluded oxygen) reactswith the Raw HC and the Raw CO, so that the Raw HC and Raw CO in the NSCwhich might generate NH₃ are oxidized and disappear and thus no NH₃ isgenerated. The occluded oxygen in the NO_(x) catalyst 45 is consumed byreacting with the NH₃ generated by the reducing reaction of the NO_(x),and finally becomes zero.

When the amount of the occluded oxygen becomes zero, the HC and/or theCO start to appear in the NSC, which starts to generate the NH₃.Therefore, although the amount of the generated NH₃ is considered zerobefore T=1140, the amount of the generated NH₃ starts to be estimatedaccording to a control logic described below and shown in FIG. 12 afterT=1140. That is, there is provided a delay from the start of theDeNO_(x) control until T=1140.

Due to this delay, in the control wherein the supply amount of the ureato the SCR catalyst 47 by the urea injector 51 is reduced and adjusted,the assumption of the amount of the generated NH₃ in the NO_(x) catalyst45 being zero is considered during a predetermined time after the startof the DeNO_(x) control.

Herein, according to findings by the inventors, the reaction generatingthe NH₃ in the NO_(x) catalyst 45 is promoted more when the flow amountof the exhaust gas is larger and/or when the air-fuel ratio is richer.Thus, oxygen that has been released from the NO_(x) catalyst 45 isconsumed within a shorter time.

Thus, it is preferable that the above delay time is set shorter when theflow amount of the exhaust gas detected by the exhaust-gas flow amountdetecting sensor 45 f is larger and/or when the air-fuel ratio isricher.

In the above example, effects brought by the occluded oxygen arereflected by the delay. However, as an alternative method, anNO_(x)-catalyst occluded-oxygen-amount detector may be provided (inwhich, for example, an amount of oxygen supplied to the NSC based oninformation such as the air flow sensor or the fuel injection amount isestimated, an amount of occluded oxygen is estimated based on the amountof the supplied oxygen, an amount of occluded oxygen consumed by thereaction with the HC and the CO is also estimated, and the currentamount of occluded oxygen is estimated). The amount of the generated NH₃may be judged to be zero until the amount of the occluded oxygendetected or estimated by the NO_(x)-catalyst occluded-oxygen-amountdetector becomes zero.

In the above explanation, it should be understood that the state whereinthe supply amount of the urea has not yet started to be reduced andadjusted means basically a state wherein the reduction amount of thesupply amount of the urea is still zero, but also includes a statewherein the reduction amount of the supply amount of the urea isextremely a little.

If the control manner is defined further broader, this may be expressedas a manner wherein the reduction amount of the supply amount of theurea is set smaller when the amount of the occluded oxygen detected orestimated by the NO_(x)-catalyst occluded-oxygen-amount detector islarger.

<(6) Injection Control of Urea Injector During DeNO_(x) Control>

The injection control of the urea injector 51 during the DeNO_(x)control as explained above is also applicable to an injection control orthe urea injector 51 during a DeSOx control. The DeSOx control isperformed when an S poisoned amount of the NO_(x) catalyst 45 becomesequal to or larger than a predetermined threshold, for example when PMregeneration of the NO_(x) catalyst 45 is performed or when the runningdistance of the vehicle reaches a predetermined running distance.

However, during the DeSOx control, differently from the DeNO_(x)control, the temperature of the NO_(x) catalyst 45 is maintained in ahigh-temperature state (600° C. to 650° C.), and an intermittent leanoperation is performed in order to maintain the high-temperature state(for example, 30 sec rich→30 sec lean→30 sec rich→30 sec lean→ - - - ).

Thus, for the injection control of the urea injector 51 during the DeSOxcontrol, it is necessary to modify the contents of the injection controlof the urea injector 51 during the DeNO_(x) control.

Specifically, during the DeSOx control, the temperature of the NO_(x)catalyst 45 is maintained in the high-temperature state (600° C. to 650°C.). Thus, a phenomenon that the occluded NO_(x) is removed away withoutbeing reduced occurs (the NO_(x) is supplied to the SCR catalyst 47 asit is). In addition, during the DeSOx control, since the intermittentlean operation is performed, the substantially air-fuel ratio is shiftedto the lean side. These two phenomena reduce the amount of the generatedNH₃ in the NO_(x) catalyst 45.

Thus, in the case wherein the characteristics as shown in FIGS. 8 to 12are reflected and thus the temperature of the NO_(x) catalyst 45, theflow amount of the exhaust gas, the air-fuel ratio of the exhaust gas,the degree of the thermal deterioration of the NO_(x) catalyst 45, orthe like are input parameters while the supply amount of the NH₃ fromthe NO_(x) catalyst 45 to the SCR catalyst 47, i.e., the reductionamount of the supply amount of the urea is an output parameter, if thecalculation method for the reduction amount is applied to the DeSOxcontrol, a modification to further reduce (lower) the reduction amountis necessary (see FIG. 7).

In this modification, it is preferable to consider the amount of theNO_(x) occluded in the NO_(x) catalyst 45 in order to correctly reflectthe effects brought by the occluded NO_(x) in the NO_(x) catalyst 45being removed away. When the amount of the NO_(x) occluded in the NO_(x)catalyst 45 is smaller, the effects brought by the occluded NO_(x) inthe NO_(x) catalyst 45 being removed away are also smaller.

Furthermore, in order to judge the amount of the NO_(x) occluded in theNO_(x) catalyst 45, it may be also effective to consider the S poisonedamount of the NO_(x) catalyst 45. It is considered that, when the NO_(x)catalyst 45 is S poisoned, the amount of the NO_(x) occluded therein issmaller by an amount corresponding thereto. The S poisoned amount of theNO_(x) catalyst 45 may be estimated based on an S generation mapdependent on the engine driving state (the load of the engine, therotation speed of the engine), which may be measured by experiments inadvance.

DESCRIPTION OF REFERENCE SIGNS

-   20 Fuel injection valve-   41 Exhaust passage-   45 NO_(x) catalyst-   45 a Oxidation catalyst-   45 t NO_(x)-catalyst-temperature detecting sensor-   45 f Exhaust-gas flow amount detecting sensor-   45 n NO_(x)-occlusion-amount detecting sensor-   45 o Oxygen sensor (Occluded-oxygen-amount detecting sensor)-   47 SCR catalyst-   47 t SCR-catalyst-temperature detecting sensor-   47 n NH₃-absorption-amount detecting sensor-   51 Urea injector-   53 Urea supply passage-   54 Urea delivery pump-   55 Urea tank-   60 PCM-   70 DCU (NH₃ supply amount controller)-   71 First reduction amount determiner-   72 Second reduction amount determiner-   200 Engine system-   E Engine-   EX Exhaust gas system-   FS Fuel supply system-   IN Intake system-   λ1 Stoichiometric air-fuel ratio-   λ2 Limit air-fuel ratio

What is claimed is:
 1. An exhaust gas purification controller for anengine, comprising an NO_(x) catalyst provided on an exhaust gas passageof the engine, and configured to occlude NO_(x) in a flowing-in exhaustgas in a state wherein an air-fuel ratio of the flowing-in exhaust gasis leaner than a stoichiometric air-fuel ratio and to reduce theoccluded NO_(x) to N₂ in a state wherein the air-fuel ratio of theflowing-in exhaust gas is richer than the stoichiometric air-fuel ratio,an NO_(x) catalyst regenerator control circuit configured to control afuel injection valve in the engine in order to make the air-fuel ratioof the exhaust gas flowing into the NO_(x) catalyst richer, an SCRcatalyst provided on the exhaust gas passage downstream the NO_(x)catalyst, and configured to purify NO_(x) by a reaction with NH₃, an NH₃supplier injector nozzle configured to supply NH₃ or a raw material forNH₃ to the SCR catalyst and cause the SCR catalyst to absorb the NH₃ orthe raw material for NH₃, an NH₃ supply amount control circuitconfigured to control a supply amount of the NH₃ or the raw material forNH₃ to the SCR catalyst by the NH₃ supplier injector nozzle, and anexhaust-gas flow amount detector configured to detect or estimate a flowamount of the exhaust gas, wherein the NH₃ supply amount control circuitis configured to reduce the supply amount of the NH₃ or the raw materialfor NH₃ to the SCR catalyst by the NH₃ supplier injector nozzle when theNO_(x) catalyst regenerator control circuit has performed an NO_(x)catalyst regeneration, compared with when the NO_(x) catalystregenerator control circuit has not performed the NO_(x) catalystregeneration, the supply amount of the NH₃ or the raw material for NH₃controlled by the NH₃ supply amount control circuit is set to decreasewhen the flow amount of the exhaust gas detected or estimated by theexhaust-gas flow amount detector increases, and the supply amount of theNH₃ or the raw material for NH₃ controlled by the NH₃ supply amountcontrol circuit is set to increase when the flow amount of the exhaustgas detected or estimated by the exhaust-gas flow amount detectordecreases, a reduction amount of the supply amount of the NH₃ or the rawmaterial for NH₃ controlled by the NH₃ supply amount control circuit isset to increase when the flow amount of the exhaust gas detected orestimated by the exhaust-gas flow amount detector increases, and whenthe flow amount of the exhaust gas is in a range equal to or larger thana predetermined first threshold, the reduction amount of the supplyamount of the NH₃ or the raw material for NH₃ controlled by the NH₃supply amount control circuit is set to vary less greatly, compared within a range smaller than the first threshold, as the flow amount of theexhaust gas detected or estimated by the exhaust-gas flow amountdetector varies.
 2. The exhaust gas purification controller for theengine according to claim 1, wherein the NH₃ supply amount controlcircuit has a first reduction amount determiner configured to determinea reduction amount corresponding to a purification process of NO_(x)that has been occluded in the NO_(x) catalyst, and a second reductionamount determiner configured to determine a reduction amountcorresponding to a purification process of Raw NO_(x), and when the flowamount of the exhaust gas is in a range smaller than a predeterminedsecond threshold, the reduction amount of the supply amount of the NH₃or the raw material for NH₃ determined by the second reduction amountdeterminer is set to vary more greatly, compared with the reductionamount of the supply amount of the NH₃ or the raw material for NH₃determined by the first reduction amount determiner, as the flow amountof the exhaust gas detected or estimated by the exhaust-gas flow amountdetector varies.
 3. The exhaust gas purification controller for theengine according to claim 2, wherein when the flow amount of the exhaustgas is in a range equal to or larger than the second threshold, thereduction amount of the supply amount of the NH₃ or the raw material forNH₃ determined by the second reduction amount determiner is set to varyless greatly, compared with the reduction amount of the supply amount ofthe NH₃ or the raw material for NH₃ determined by the first reductionamount determiner, as the flow amount of the exhaust gas detected orestimated by the exhaust-gas flow amount detector varies.
 4. The exhaustgas purification controller for the engine according to claim 3, whereinwhen the flow amount of the exhaust gas is in the range equal to orlarger than the second threshold, the reduction amount of the supplyamount of the NH₃ or the raw material for NH₃ determined by the secondreduction amount determiner is set substantially constant no matter howthe flow amount of the exhaust gas detected or estimated by theexhaust-gas flow amount detector varies.
 5. The exhaust gas purificationcontroller for the engine according to claim 2, further comprising anNO_(x) catalyst temperature detector configured to detect or estimate atemperature of the NO_(x) catalyst, wherein when the flow amount of theexhaust gas is in the range smaller than the second threshold, thereduction amount of the supply amount of the NH₃ or the raw material forNH₃ determined by the second reduction amount determiner is set to varymore greatly as the flow amount of the exhaust gas detected or estimatedby the exhaust-gas flow amount detector varies, when the temperature ofthe NO_(x) catalyst detected or estimated by the NO_(x) catalysttemperature detector is higher.
 6. The exhaust gas purificationcontroller for the engine according to claim 2, wherein the NH₃ supplyamount control circuit is configured to reduce and adjust the supplyamount of the NH₃ or the raw material for NH₃ to the SCR catalyst by theNH₃ supplier injector nozzle, based on the reduction amount of thesupply amount of the NH₃ or the raw material for NH₃ determined by thefirst reduction amount determiner and the reduction amount of the supplyamount of the NH₃ or the raw material for NH₃ determined by the secondreduction amount determiner.
 7. The exhaust gas purification controllerfor the engine according to claim 1, further comprising an SCR catalysttemperature detector configured to detect or estimate a temperature ofthe SCR catalyst, wherein when the flow amount of the exhaust gasdetected or estimated by the exhaust-gas flow amount detector is smallerthan a predetermined threshold and when the temperature of the SCRcatalyst detected or estimated by the SCR catalyst temperature detectoris smaller than a predetermined threshold, purification of NO_(x) isperformed mainly only by the NO_(x) catalyst, when the flow amount ofthe exhaust gas detected or estimated by the exhaust-gas flow amountdetector is smaller than a predetermined threshold and when thetemperature of the SCR catalyst detected or estimated by the SCRcatalyst temperature detector is equal to or larger than a predeterminedthreshold, purification of NO_(x) is performed mainly only by the SCRcatalyst, and when the flow amount of the exhaust gas detected orestimated by the exhaust-gas flow amount detector is equal to or largerthan a predetermined threshold, both the purification of NO_(x) by theNO_(x) catalyst and the purification of NO_(x) by the SCR catalyst areperformed.
 8. The exhaust gas purification controller for the engineaccording to claim 7, wherein when the purification of NO_(x) isperformed mainly only by the NO_(x) catalyst, the NH₃ supply amountcontrol circuit is configured to limit the supply amount of the NH₃ orthe raw material for NH₃ to the SCR catalyst by the NH₃ supplierinjector nozzle, and when the purification of NO_(x) is performed mainlyonly by the SCR catalyst, an operation of the NO_(x) catalystregenerator control circuit is limited.